WO2007085361A1 - Method for controlling a motor vehicle drive train - Google Patents

Method for controlling a motor vehicle drive train Download PDF

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Publication number
WO2007085361A1
WO2007085361A1 PCT/EP2007/000312 EP2007000312W WO2007085361A1 WO 2007085361 A1 WO2007085361 A1 WO 2007085361A1 EP 2007000312 W EP2007000312 W EP 2007000312W WO 2007085361 A1 WO2007085361 A1 WO 2007085361A1
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WO
WIPO (PCT)
Prior art keywords
input shaft
internal combustion
combustion engine
gear
clutch
Prior art date
Application number
PCT/EP2007/000312
Other languages
German (de)
French (fr)
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 WO2007085361A1 publication Critical patent/WO2007085361A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/50—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
    • B60L15/2054—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 by controlling transmissions or 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
    • B60W10/02—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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • 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
    • B60L2240/421—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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L2240/50—Drive Train control parameters related to clutches
    • B60L2240/507—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • 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
    • B60W2710/10—Change speed gearings
    • B60W2710/1011—Input shaft speed, e.g. turbine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to a method for controlling a motor vehicle drive train, which comprises an internal combustion engine, an electric motor and a transmission provided with unsynchronized clutches, which are coupled to one another via a summation with two input elements and an output element and via a frictional coupling formed as a friction clutch, in that the first input element is non-rotatably connected to the crankshaft of the internal combustion engine, the second input element to the rotor of the electric machine and the output element to the input shaft of the transmission, and in which the lock-up clutch between two elements of the summation gear is arranged, wherein between synchronized and subsequently inserted a load gear and a target gear after laying out the load gear of the target gear.
  • a drive train of a motor vehicle of the aforementioned kind is known 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 lock-up clutch is arranged in each case 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.
  • 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 between the ring gear and the sun gear, so between the crankshaft of the engine and the rotor of the electric machine be arranged.
  • 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 to be load-free and the target gear to be engaged synchronized and loaded load-free.
  • the synchronization of the target gear so the acceleration of the input shaft at a downshift and the deceleration of the input shaft at an upshift occurs in synchronized clutches by friction, the contact pressure of the friction elements of the clutches must be applied in each case via the force of the associated switch actuator.
  • the synchronization of the target gear can be done via a special synchronization drive, which is in communication with the input shaft of the gearbox.
  • a special synchronization drive which is in communication with the input shaft of the gearbox.
  • this disadvantageously requires an additional cost and weight expenditure as well as an additional space requirement for the synchronization drive.
  • a synchronization of the target gear with the internal combustion engine with at least partially closed lock-up clutch is possible. Since the internal combustion engine reacts relatively slowly to control commands due to its relatively high moment of inertia and because of its control over the influence of the combustion process, such a synchronization takes a relatively large period of time, whereby the entire switching operation and the associated interruption in traction are extended.
  • the present invention has for its object to provide a method by which the synchronization of the target gear can be performed accelerated in a drive train of the type mentioned in a shift between a load gear and a target gear.
  • Such a method should also be usable in drive trains containing comparable components, but in other propulsion combination combination.
  • the invention is based on a method for controlling a motor vehicle drive train, which comprises an internal combustion engine, an electric machine and a transmission provided with unsynchronized clutches, preferably an automated transmission, which via a summation with two input elements and an output element and via a bypass clutch formed as a friction clutch are coupled to one another, wherein 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 Summation gear is arranged, wherein at a shift between a load gear and a target gear is synchronized after the laying of the load gear of the target gear and subsequently inserted.
  • gearbox includes, for example, manual transmissions and automated manual transmissions.
  • the target gear is synchronized with the lockup clutch open by means of the electric machine by the input shaft at a downshift by an effective in the direction of rotation of the crankshaft of the engine and the input shaft of the transmission positive torque M_EM> 0 from the electric machine to the synchronous speed of the target gear is accelerated, and at an upshift by an opposite to the direction of rotation of the crankshaft of the internal combustion engine and the input shaft of the transmission effective negative torque M_EM ⁇ 0 is delayed by the electric machine to the synchronous speed of the target gear.
  • the torque M_EM of the electric machine is supported via the summation gearbox relative to the internal combustion engine. It is therefore important for the synchronization process, as the internal combustion engine is controlled during synchronization, in particular wel- che speed n_VM or which speed curve of the internal combustion engine during synchronization has.
  • the internal combustion engine is most easily kept during the synchronization of the input shaft at a substantially constant speed n_VM, in particular at the beginning of the switching operation.
  • n_EM_soll n_GE_soll * (1 - i 0 ) + n_VM_ist • i 0
  • the support of the synchronization of the target gear with the internal combustion engine has the additional advantage that the engine speed n_VM has already largely approximated the input shaft at the end of the synchronization and the subsequent engagement of the target gear n_GE, so that usually after a switching operation required adjustment of the two speeds can be omitted or at least significantly shortened.
  • FIG. 1 shows typical speed curves in a synchronization of the target gear according to the invention
  • Fig. 3 shows the general structure of the underlying drive train in a simplified schematic representation
  • FIG. 4 shows a preferred practical embodiment of the drive train according to FIG. 3 in a schematic representation.
  • a drive train 1 according to FIG. 3 comprises an internal combustion engine 2, an electric machine 3 and an automated manual transmission 4, which are coupled to one another via a summing gear 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 gearbox 4 respectively.
  • a lock-up 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 and 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 and controlled in a coordinated manner.
  • FIG. 4 A preferred practical embodiment of the drive train 1 is shown in FIG. 4.
  • 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 connected 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 gearbox 4 in connection.
  • a between the input shaft 11 and a housing part 22 arranged 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 unsynchronized claw clutch are selectively switchable.
  • the lock-up clutch 12 is connected between the rotor 10 of the electric machine 3 and a connecting shaft 24. ordered, through which the internal combustion engine 2 is in communication with the ring gear 19.
  • Fig. 2 typical speed curves are now shown during a push-down, in which the synchronization of the target gear in a known manner at least partially closed lock-up clutch 12 by means of the internal combustion engine 2 takes place.
  • FIG. 1 typical speed curves are shown during a push downshift, in which the synchronization of the target gear according to the invention is carried out with fully opened lockup clutch 12 by means of the electric machine 3 with the assistance of the internal combustion engine 2.
  • the load gear is designed and the speed n_GE_soll required for the synchronization of the target gear is predetermined at the input shaft 11 of the gearbox 4.
  • the electric machine 3 is then driven in such a way that it emits an effective torque in the direction of rotation of the input shaft 11, whereby the rotor 10 of the electric machine 3 is accelerated (speed curve n_EM_ist).
  • speed curve n_EM_ist speed curve
  • the internal combustion engine 2 is accelerated, but with a significant time delay (speed curve n_VM_ist).
  • the invention also encompasses the use of the method in drive trains with all other possible and different drive couplings between the internal combustion engine 2, the electric machine 3, the summation transmission 5, the clutch 12 and the transmission 4, which is not shown here separately.

Abstract

The invention relates to a method for controlling a motor vehicle drive train comprising an internal combustion engine (2), an electric motor/generator (3) and a gearbox transmission (4) that is provided with unsynchronised clutches, the aforementioned elements being intercoupled by means of a summarising gear (5) that has two input elements (6, 7) and one output element (8), in addition to a lock-up clutch (12) that is configured as a friction clutch, the first input element being rotatably fixed to the crankshaft (9) of the internal combustion engine (2), the second input element being rotatably fixed to the rotor (10) of the electric motor/generator (3) and the output element (8) being rotatably fixed to the input shaft (11) of the gearbox transmission (4). According to said method, the lock-up clutch (12) is situated between two elements of the summarising gear (5) and during a gear shift from the engaged gear to the desired gear, once the former has been disengaged the latter is synchronised and then engaged. According to the invention, to accelerate the synchronisation of the desired gear, the latter is synchronised with the aid of the electric motor/generator (3) when the lock-up clutch (12) is disengaged. To achieve this, during a downshift the input shaft (11) is accelerated to the synchronous speed of the desired gear by the electric motor/generator (3), using a positive torque M_EM > 0 that acts in the rotational direction of the crankshaft (9) of the internal combustion engine (2) and the input shaft (11) of the gearbox transmission (4), and during an upshift is decelerated to the synchronous speed of the desired gear by the electric motor/generator (3) using a negative torque M_EM < 0 that acts against the rotational direction of the crankshaft (9) of the internal combustion engine (2) and the input shaft (11) of the gearbox transmission (4).

Description

Verfahren zur Steuerung eines Kraftfahrzeuq-Antriebsstranqs Method for controlling a motor vehicle drive train
Die Erfindung betrifft ein Verfahren zur Steuerung eines Kraftfahrzeug- Antriebsstrangs, der einen Verbrennungsmotor, eine Elektromaschine und ein mit unsynchronisierten Schaltkupplungen versehenes Getriebe umfasst, die über ein Summierungsgetriebe mit zwei Eingangselementen und einem Ausgangselement sowie über eine als Reibungskupplung ausgebildete Überbrü- ckungskupplung miteinander gekoppelt sind, indem das erste Eingangselement mit der Kurbelwelle des Verbrennungsmotors, das zweite Eingangselement mit dem Rotor der Elektromaschine und das Ausgangselement mit der Eingangswelle des Getriebes drehfest verbunden ist, und in dem die Überbrückungs- kupplung zwischen zwei Elementen des Summierungsgetriebes angeordnet ist, wobei bei einem Schaltvorgang zwischen einem Lastgang und einem Zielgang nach dem Auslegen des Lastgangs der Zielgang synchronisiert und nachfolgend eingelegt wird.The invention relates to a method for controlling a motor vehicle drive train, which comprises an internal combustion engine, an electric motor and a transmission provided with unsynchronized clutches, which are coupled to one another via a summation with two input elements and an output element and via a frictional coupling formed as a friction clutch, in that the first input element is non-rotatably connected to the crankshaft of the internal combustion engine, the second input element to the rotor of the electric machine and the output element to the input shaft of the transmission, and in which the lock-up clutch between two elements of the summation gear is arranged, wherein between synchronized and subsequently inserted a load gear and a target gear after laying out the load gear of the target gear.
Ein Antriebsstrang eines Kraftfahrzeugs der vorbezeichneten Art ist aus der DE 199 34 696 A1 und der DE 101 52 471 A1 bekannt. In diesem bekannten Antriebsstrang ist das Summierungsgetriebe jeweils als ein einfaches Planetengetriebe mit einem Sonnenrad, einem Planetenträger mit mehreren Planetenrädern und einem Hohlrad ausgebildet. Das Hohlrad bildet das erste Eingangselement und ist drehfest mit der Kurbelwelle des Verbrennungsmotors verbunden. Das Sonnenrad bildet das zweite Eingangselement und ist drehfest mit dem Rotor der Elektromaschine gekoppelt. Der Planetenträger bildet das Ausgangselement und ist drehfest mit der Eingangswelle des Schaltgetriebes verbunden. Die Überbrückungskupplung ist jeweils zwischen dem Sonnenrad und dem Planetenträger des Planetengetriebes angeordnet.A drive train of a motor vehicle of the aforementioned kind is known from DE 199 34 696 A1 and DE 101 52 471 A1. In this known powertrain, 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 lock-up clutch is arranged in each case between the sun gear and the planet carrier of the planetary gear.
In dem Antriebsstrang nach der DE 199 34 696 A1 ist die Überbrückungskupplung im Gegensatz zur vorliegend vorausgesetzten Ausbildung als Klauenkupplung ausgebildet, so dass die Überbrückungskupplung nur bei Synchronlauf des Verbrennungsmotors und der Eingangswelle des Schaltgetriebes geschlossen werden kann und somit nur eingeschränkt nutzbar ist. Um einen Antrieb des Kraftfahrzeugs allein mit der Elektromaschine zu ermöglichen, ist ein Richtungfreilauf zwischen der Kurbelwelle und einem Gehäuseteil angeordnet, wodurch die Kurbelwelle gegen ein Rückwärtsdrehen gesichert und damit das Antriebsmoment der Elektromaschine gegen das Gehäuse abgestützt wird. Um bei stehendem Kraftfahrzeug ein Starten des Verbrennungsmotors mit der Elektromaschine zu ermöglichen, ist ein weiterer Richtungsfreilauf zwischen der Eingangswelle des Schaltgetriebes und einem Gehäuseteil angeordnet, wodurch die Eingangswelle gegen ein Rückwärtsdrehen gesichert und damit das Antriebsmoment der Elektromaschine gegen das Gehäuse abgestützt wird.In the drive train according to DE 199 34 696 A1, 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. In order to enable a drive of the motor vehicle alone with the electric machine, 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. In order to enable starting of the internal combustion engine with the electric motor when the vehicle is stationary, 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.
In dem Antriebsstrang gemäß der DE 101 52471 A1 ist die Überbrückungskupplung, wie es für die vorliegende Erfindung vorausgesetzt wird, als Reibungskupplung ausgebildet, so dass die Überbrückungskupplung auch bei einer Drehzahldifferenz zwischen der Eingangswelle des Schaltgetriebes und dem Verbrennungsmotor zur Übertragung eines Drehmomentes im Schlupfbetrieb genutzt werden kann. Um bei stehendem Kraftfahrzeug und in Neutral geschaltetem Getriebe einen Impulsstart des Verbrennungsmotors mit der Elektromaschine zu ermöglichen, ist eine weitere Reibungskupplung zwischen der Eingangswelle des Schaltgetriebes und einem Gehäuseteil angeordnet, wodurch die Eingangswelle nach Erreichen einer Startdrehzahl der Elektromaschine zum Starten des Verbrennungsmotors abgebremst werden kann.In the drive train according to DE 101 52471 A1, the lockup clutch, as assumed for the present invention, 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. In order to enable a pulse start of the internal combustion engine with the electric machine when the motor vehicle and neutral gearbox, 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.
Nachfolgend wird in der Beschreibung der Erfindung ohne Einschränkung des Schutzumfangs beispielhaft von einem weitgehend identischen Aufbau des Antriebsstrangs ausgegangen, wobei die Überbrückungskupplung als Reibungskupplung vorausgesetzt wird, insbesondere als nasse Lamellenkupplung, alternativ aber auch als Trockenkupplung ausgeführt sein kann. Alternativ zu der bekannten Anordnung kann die Überbrückungskupplung auch zwischen dem Hohlrad und dem Sonnenrad, also zwischen der Kurbelwelle des Verbrennungsmotors und dem Rotor der Elektromaschine, angeordnet sein.Below, in the description of the invention without limiting the scope of an example of a largely identical structure of the drive train is assumed, 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. As an alternative to the known arrangement, the lockup clutch between the ring gear and the sun gear, so between the crankshaft of the engine and the rotor of the electric machine, be arranged.
Im normalen Fahrbetrieb ist die Überbrückungskupplung vollständig geschlossen, so dass das Planetengetriebe blockiert ist und starr umläuft. In diesem Betriebszustand sind die Drehzahlen und die Drehrichtungen des Verbrennungsmotors, der Elektromaschine und der Eingangswelle des Schaltgetriebes identisch. Die Elektromaschine wird in diesem Zustand vorwiegend als Generator zur Versorgung des elektrischen Bordnetzes betrieben, kann jedoch in bestimmten Betriebssituationen, insbesondere in Beschleunigungsphasen des Kraftfahrzeugs, vorübergehend auch als Motor betrieben werden.During normal driving, the lock-up clutch is fully closed, so that the planetary gear is blocked and rigidly rotates. In this operating state, 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.
Zum Gangwechsel innerhalb des Schaltgetriebes wird nahezu zeitgleich das Drehmoment des Verbrennungsmotors reduziert, die Elektromaschine kraftlos geschaltet und die Überbrückungskupplung vollständig geöffnet. Hierdurch wird die Eingangswelle des Schaltgetriebes von dem Verbrennungsmotor entkoppelt, so dass der eingelegte Lastgang lastfrei ausgelegt und der einzulegende Zielgang lastfrei synchronisiert und eingelegt werden kann. Die Synchronisierung des Zielgangs, also die Beschleunigung der Eingangswelle bei einer Rückschaltung und die Verzögerung der Eingangswelle bei einer Hochschaltung, erfolgt bei synchronisierten Schaltkupplungen durch Reibung, wobei die Anpresskraft der Reibelemente der Schaltkupplungen jeweils über die Stellkraft des zugeordneten Schaltstellers aufgebracht werden muss.For gear change within the gearbox, the torque of the engine is almost simultaneously reduced, switched off the electric machine and fully open the lock-up clutch. As a result, the input shaft of the gearbox is decoupled from the engine, so that the loaded load gear designed to be load-free and the target gear to be engaged synchronized and loaded load-free. The synchronization of the target gear, so the acceleration of the input shaft at a downshift and the deceleration of the input shaft at an upshift occurs in synchronized clutches by friction, the contact pressure of the friction elements of the clutches must be applied in each case via the force of the associated switch actuator.
Bei unsynchronisierten Schaltkupplungen kann die Synchronisierung des Zielgangs über einen speziellen Synchronisationsantrieb erfolgen, der mit der Eingangswelle des Schaltgetriebes in Verbindung steht. Dies erfordert jedoch nachteilig einen zusätzlichen Kosten- und Gewichtsaufwand sowie einen zusätzlichen Platzbedarf für den Synchronisationsantrieb. Alternativ dazu ist eine Synchronisierung des Zielgangs mit dem Verbrennungsmotor bei zumindest teilweise geschlossener Überbrückungs- kupplung möglich. Da der Verbrennungsmotor aufgrund seines relativ hohen Trägheitsmomentes und wegen seiner Steuerung über die Beeinflussung des Verbrennungsvorgangs vergleichsweise träge auf Steuerbefehle reagiert, nimmt eine derartige Synchronisierung einen relativ großen Zeitraum in Anspruch, wodurch der gesamte Schaltvorgang und die damit verbundene Zugkraftunterbrechung verlängert sind.In unsynchronisierten clutches, the synchronization of the target gear can be done via a special synchronization drive, which is in communication with the input shaft of the gearbox. However, this disadvantageously requires an additional cost and weight expenditure as well as an additional space requirement for the synchronization drive. Alternatively, a synchronization of the target gear with the internal combustion engine with at least partially closed lock-up clutch is possible. Since the internal combustion engine reacts relatively slowly to control commands due to its relatively high moment of inertia and because of its control over the influence of the combustion process, such a synchronization takes a relatively large period of time, whereby the entire switching operation and the associated interruption in traction are extended.
Vor diesem Hintergrund liegt der vorliegenden Erfindung die Aufgabe zugrunde, ein Verfahren anzugeben, mit dem bei einem Antriebsstrang der eingangs genannten Art bei einem Schaltvorgang zwischen einem Lastgang und einem Zielgang die Synchronisierung des Zielgangs beschleunigt durchgeführt werden kann. Ein solches Verfahren soll auch in Antriebssträngen nutzbar sein, die vergleichbare Komponenten, jedoch in anderer Antriebskopplungskombination enthalten.Against this background, the present invention has for its object to provide a method by which the synchronization of the target gear can be performed accelerated in a drive train of the type mentioned in a shift between a load gear and a target gear. Such a method should also be usable in drive trains containing comparable components, but in other propulsion combination combination.
Die Erfindung ist durch die Merkmale des Hauptanspruchs angegeben, während vorteilhafte Ausgestaltungen den Unteransprüchen entnehmbar sind.The invention is characterized by the features of the main claim, while advantageous embodiments of the dependent claims can be removed.
Demnach geht die Erfindung aus von einem Verfahren zur Steuerung eines Kraftfahrzeug-Antriebsstrangs, der einen Verbrennungsmotor, eine Elek- tromaschine und ein mit unsynchronisierten Schaltkupplungen versehenes Getriebe, vorzugsweise ein automatisiertes Schaltgetriebe, umfasst, die über ein Summierungsgetriebe mit zwei Eingangselementen und einem Ausgangselement sowie über eine als Reibungskupplung ausgebildete Überbrückungskupp- lung miteinander gekoppelt sind, wobei das erste Eingangselement mit der Kurbelwelle des Verbrennungsmotors, das zweite Eingangselement mit dem Rotor der Elektromaschine und das Ausgangselement mit der Eingangswelle des Getriebes drehfest verbunden ist, und bei dem die Überbrückungskupplung zwischen zwei Elementen des Summierungsgetriebes angeordnet ist, wobei bei einem Schaltvorgang zwischen einem Lastgang und einem Zielgang nach dem Auslegen des Lastgangs der Zielgang synchronisiert und nachfolgend eingelegt wird.Accordingly, the invention is based on a method for controlling a motor vehicle drive train, which comprises an internal combustion engine, an electric machine and a transmission provided with unsynchronized clutches, preferably an automated transmission, which via a summation with two input elements and an output element and via a bypass clutch formed as a friction clutch are coupled to one another, wherein 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 Summation gear is arranged, wherein at a shift between a load gear and a target gear is synchronized after the laying of the load gear of the target gear and subsequently inserted.
Unter den Begriff „Getriebe" fallen beispielsweise Handschaltgetriebe und automatisierte Schaltgetriebe.The term "gearbox" includes, for example, manual transmissions and automated manual transmissions.
Zudem ist erfindungsgemäß vorgesehen, dass der Zielgang bei geöffneter Überbrückungskupplung mittels der Elektromaschine synchronisiert wird, indem die Eingangswelle bei einer Rückschaltung durch ein in Drehrichtung der Kurbelwelle des Verbrennungsmotors und der Eingangswelle des Getriebes wirksames positives Drehmoment M_EM > 0 von der Elektromaschine auf die Synchrondrehzahl des Zielgangs beschleunigt wird, und bei einer Hochschaltung durch ein entgegen der Drehrichtung der Kurbelwelle des Verbrennungsmotors und der Eingangswelle des Getriebes wirksames negatives Drehmoment M_EM < 0 von der Elektromaschine auf die Synchrondrehzahl des Zielgangs verzögert wird.In addition, according to the invention, it is provided that the target gear is synchronized with the lockup clutch open by means of the electric machine by the input shaft at a downshift by an effective in the direction of rotation of the crankshaft of the engine and the input shaft of the transmission positive torque M_EM> 0 from the electric machine to the synchronous speed of the target gear is accelerated, and at an upshift by an opposite to the direction of rotation of the crankshaft of the internal combustion engine and the input shaft of the transmission effective negative torque M_EM <0 is delayed by the electric machine to the synchronous speed of the target gear.
Da das Ansprechverhalten der Elektromaschine im Vergleich zu demjenigen des Verbrennungsmotors deutlich besser ist, ergibt sich über das Drehmoment M_EM der Elektromaschine ein schnelles Hochfahren oder Abbremsen der Elektromaschine selbst, und durch die Kopplung über das Summie- rungsgetriebe ebenfalls eine schnelle Beschleunigung oder Verzögerung der Eingangswelle des Getriebes, wodurch der Synchronisiervorgang beschleunigt und die dadurch bedingte Zugkraftunterbrechung verkürzt ist.Since the response of the electric machine compared to that of the internal combustion engine is significantly better, resulting from the torque M_EM the electric machine rapid startup or deceleration of the electric machine itself, and by the coupling via the summation tion also a rapid acceleration or deceleration of the input shaft of Getriebes, whereby the synchronization accelerated and the consequent interruption of traction is shortened.
Das Drehmoment M_EM der Elektromaschine wird dabei über das Summierungsgetriebe gegenüber dem Verbrennungsmotor abgestützt. Es ist daher für den Synchronisationsvorgang von Bedeutung, wie der Verbrennungsmotor während der Synchronisierung gesteuert wird, insbesondere wel- che Drehzahl n_VM beziehungsweise welcher Drehzahlverlauf der Verbrennungsmotor während der Synchronisierung aufweist.The torque M_EM of the electric machine is supported via the summation gearbox relative to the internal combustion engine. It is therefore important for the synchronization process, as the internal combustion engine is controlled during synchronization, in particular wel- che speed n_VM or which speed curve of the internal combustion engine during synchronization has.
Der Verbrennungsmotor wird am einfachsten während der Synchronisierung der Eingangswelle auf einer weitgehend konstanten Drehzahl n_VM, insbesondere zu Beginn des Schaltvorgangs gehalten. Dies ist steuerungstechnisch einfach zu realisieren, hat aber den Nachteil, dass die von der Elektroma- schine zu überwindende Drehzahldifferenz Δn_EM = n_EM_soll - n_EM_ist aufgrund der wirksamen Übersetzung dann deutlich größer ist als die Drehzahldifferenz Δn_GE = n_GE_soll - n_GE_ist, die zur Synchronisierung des Zielgangs von der Eingangswelle des Getriebes zu überbrücken ist. So ist bei der Verwendung eines Planetengetriebes mit der Standübersetzung io = -3 als Summierungsgetriebe in der bekannten Anordnung die von der Elektromaschi- ne zu bewältigende Drehzahldifferenz bei konstant gehaltener Drehzahl n_VM des Verbrennungsmotors mit Δn_EM = Δn_GE (1 - io) viermal so groß wie diejenige der Eingangswelle.The internal combustion engine is most easily kept during the synchronization of the input shaft at a substantially constant speed n_VM, in particular at the beginning of the switching operation. This is simple to implement in terms of control engineering, but has the disadvantage that the speed difference Δn_EM = n_EM_set_n_EM_ist to be overcome by the electric machine is then significantly greater than the speed difference Δn_GE = n_GE_set_n_GE_act due to the effective gear ratio, which is used to synchronize the target gear from the input shaft of the transmission is to bridge. Thus, when using a planetary gear with the stationary ratio io = -3 as summation in the known arrangement, the speed to be managed by the electric machine at constant speed n_VM of the internal combustion engine with Δn_EM = Δn_GE (1 - io) is four times as large as that the input shaft.
Es ist daher zweckmäßig, die Synchronisierung mittels der Elektroma- schine durch den Verbrennungsmotor zu unterstützen, indem der Verbrennungsmotor während der Synchronisierung der Eingangswelle bei einer Rückschaltung durch Vorgabe einer erhöhten Solldrehzahl n_VM_soll beschleunigt und bei einer Hochschaltung durch Vorgabe einer abgesenkten Solldrehzahl n_VM_soll verzögert wird. Die Synchronisierung des Zielgangs wird hierdurch zusätzlich beschleunigt und die Dauer der Zugkraftunterbrechung weiter verkürzt. Die Zieldrehzahl n_EM_soll der Elektromaschine ergibt sich in diesem Fall aus der Zieldrehzahl n_GE_soll der Eingangswelle und der Istdrehzahl n_VM_ist des Verbrennungsmotors zu:It is therefore expedient to support the synchronization by means of the electric machine by the internal combustion engine by accelerating the internal combustion engine during synchronization of the input shaft in a downshift by specifying an increased target speed n_VM_soll and delayed in an upshift by specifying a lowered target speed n_VM_soll. The synchronization of the target gear is thereby additionally accelerated and the duration of the traction interruption further shortened. The target speed n_EM_soll of the electric machine results in this case from the target speed n_GE_soll of the input shaft and the actual speed n_VM_ist of the internal combustion engine to:
n_EM_soll = n_GE_soll * (1 - i0) + n_VM_ist • i0 Die Unterstützung der Synchronisierung des Zielgangs mit dem Verbrennungsmotor ist mit dem zusätzlichen Vorteil verbunden, dass sich die Drehzahl n_VM des Verbrennungsmotors zum Ende der Synchronisierung und dem nachfolgenden Einlegen des Zielgangs der Drehzahl n_GE der Eingangswelle schon weitgehend angenähert hat, so dass die üblicherweise nach einem Schaltvorgang erforderliche Angleichung der beiden Drehzahlen entfallen kann oder zumindest deutlich verkürzt ist.n_EM_soll = n_GE_soll * (1 - i 0 ) + n_VM_ist • i 0 The support of the synchronization of the target gear with the internal combustion engine has the additional advantage that the engine speed n_VM has already largely approximated the input shaft at the end of the synchronization and the subsequent engagement of the target gear n_GE, so that usually after a switching operation required adjustment of the two speeds can be omitted or at least significantly shortened.
Wenn zum Zeitpunkt des Einlegens des Zielgangs schon Synchronlauf (n_VM = n_GE) zwischen dem Verbrennungsmotor und der Eingangswelle des Getriebes vorliegt, kann die Überbrückungskupplung vorteilhaft sofort geschlossen werden. Wenn dagegen zum Zeitpunkt des Einlegens des Zielgangs noch kein Synchronlauf besteht, wird die Drehzahl n_VM des Verbrennungsmotors nach dem Einlegen des Zielgangs zweckmäßig weiter an die Drehzahl n_GE der Eingangswelle angeglichen wird, und die Überbrückungskupplung mit Erreichen der Synchrondrehzahl (n_VM = n_GE) geschlossen und damit zum normalen Fahrbetrieb übergegangen.If synchronous operation (n_VM = n_GE) between the internal combustion engine and the input shaft of the transmission already exists at the time the target gear is engaged, the lockup clutch can advantageously be closed immediately. If, however, at the time of engagement of the target gear is still no synchronous operation, the speed n_VM of the internal combustion engine is expediently adjusted to the speed n_GE the input shaft after inserting the target gear, and the lock-up clutch when reaching the synchronous speed (n_VM = n_GE) closed and thus transferred to normal driving.
Zur Verdeutlichung der Erfindung ist der Beschreibung eine Zeichnung mit Ausführungsbeispielen beigefügt. In diesen zeigt:To clarify the invention, the description is accompanied by a drawing with exemplary embodiments. In these shows:
Fig. 1 typische Drehzahlverläufe bei einer erfindungsgemäßen Synchronisierung des Zielgangs,FIG. 1 shows typical speed curves in a synchronization of the target gear according to the invention, FIG.
Fig. 2 typische Drehzahlverläufe bei einer bekannten Synchronisierung des Zielgangs,2 shows typical speed curves in a known synchronization of the target gear,
Fig. 3 den allgemeinen Aufbau des zu Grunde gelegten Antriebsstrangs in vereinfachter schematischer Darstellung, undFig. 3 shows the general structure of the underlying drive train in a simplified schematic representation, and
Fig. 4 eine bevorzugte praktische Ausführungsform des Antriebsstrangs gemäß Fig. 3 in schematischer Darstellung. Ein Antriebsstrang 1 gemäß Fig. 3 umfasst einen Verbrennungsmotor 2, eine Elektromaschine 3 und ein automatisiertes Schaltgetriebe 4, die über ein Summierungsgetriebe 5 mit zwei Eingangselementen 6, 7 und einem Ausgangselement 8 miteinander gekoppelt sind. Das erste Eingangselement 6 ist mit der Kurbelwelle 9 des Verbrennungsmotors 2, das zweite Eingangselement 7 mit dem Rotor 10 der Elektromaschine 3 und das Ausgangselement 8 mit der Eingangswelle 11 des Schaltgetriebes 4 jeweils drehfest verbunden. Eine als Reibungskupplung ausgebildete Überbrückungskupplung 12 ist zwischen zwei Elementen des Summierungsgetriebes 5, vorliegend zwischen den beiden Eingangselementen 6 und 7 angeordnet. Der Verbrennungsmotor 2, die Elektromaschine 2 und die Überbrückungskupplung 12 stehen über Sensor- und Steuerleitungen 13 mit einem Steuergerät 14 in Verbindung, über das die Komponenten des Antriebsstrangs 1 koordiniert steuerbar und regelbar sind.Fig. 4 shows a preferred practical embodiment of the drive train according to FIG. 3 in a schematic representation. A drive train 1 according to FIG. 3 comprises an internal combustion engine 2, an electric machine 3 and an automated manual transmission 4, which are coupled to one another via a summing gear 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 gearbox 4 respectively. A lock-up 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 and 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 and controlled in a coordinated manner.
Eine bevorzugte praktische Ausführungsform des Antriebsstrangs 1 ist in Fig. 4 abgebildet. In diesem Antriebsstrang 1 ist das Summierungsgetriebe 5 als ein einfaches Planetengetriebe 15 mit einem Sonnenrad 16, einem Planetenträger 17 mit mehreren Planetenrädern 18 und einem Hohlrad 19 ausgebildet. Das Hohlrad 19 bildet das erste Eingangselement 6 und steht über ein Schwungrad 20 und einen Drehschwingungsdämpfer 21 mit der Kurbelwelle 9 des Verbrennungsmotors 2 in Verbindung. Das Sonnenrad 16 bildet das zweite Eingangselement 7 und ist unmittelbar mit dem Rotor 10 der Elektromaschine 3 verbunden. Der Planetenträger 17 bildet das Ausgangselement 8 und steht unmittelbar mit der Eingangswelle 11 des Schaltgetriebes 4 in Verbindung. Ein zwischen der Eingangswelle 11 und einem Gehäuseteil 22 angeordneter Richtungsfreilauf 23 dient zur Abstützung der Eingangswelle 11 bei einem Starten des Verbrennungsmotors 2 durch die Elektromaschine 3. Das Schaltgetriebe 4 ist in Vorgelegebauweise ausgeführt und weist insgesamt sechs Vorwärtsgänge und einen Rückwärtsgang auf, die über jeweils eine unsynchronisierte Klauenschaltkupplung selektiv schaltbar sind. Die Überbrückungskupplung 12 ist zwischen dem Rotor 10 der Elektromaschine 3 und einer Verbindungswelle 24 an- geordnet, durch die der Verbrennungsmotor 2 mit dem Hohlrad 19 in Verbindung steht.A preferred practical embodiment of the drive train 1 is shown in FIG. 4. In this drive train 1, 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 connected 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 gearbox 4 in connection. A between the input shaft 11 and a housing part 22 arranged 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 unsynchronized claw clutch are selectively switchable. The lock-up clutch 12 is connected between the rotor 10 of the electric machine 3 and a connecting shaft 24. ordered, through which the internal combustion engine 2 is in communication with the ring gear 19.
In Fig. 2 sind nun typische Drehzahlverläufe während einer Schubrückschaltung dargestellt, bei der die Synchronisierung des Zielgangs in bekannter Weise bei zumindest teilweise geschlossener Überbrückungskupplung 12 mittels des Verbrennungsmotors 2 erfolgt. Zum Zeitpunkt tθ wird der Lastgang ausgelegt und die zur Synchronisierung des Zielgangs erforderliche Drehzahl n_GE_soll an der Eingangswelle 11 des Schaltgetriebes 4 vorgegeben. Aufgrund des relativ trägen Ansprechverhaltens des Verbrennungsmotors 2 erreicht die Eingangswelle 11 zusammen mit dem Verbrennungsmotor 2 (n_GE_ist = n_VM_ist) die Solldrehzahl n_EM_soll erst zum Zeitpunkt t1 , welches eine relativ lange Dauer Δt für die Synchronisierung und die Zugkraftunterbrechung bedeutet.In Fig. 2 typical speed curves are now shown during a push-down, in which the synchronization of the target gear in a known manner at least partially closed lock-up clutch 12 by means of the internal combustion engine 2 takes place. At time tθ, the load gear is designed and the speed n_GE_soll required for the synchronization of the target gear is predetermined at the input shaft 11 of the gearbox 4. Due to the relatively sluggish response of the internal combustion engine 2, the input shaft 11 together with the internal combustion engine 2 (n_GE_act = n_VM_act) reaches the target rotational speed n_EM_soll only at the instant t1, which means a relatively long duration Δt for the synchronization and the traction interruption.
Dagegen sind in Fig. 1 typische Drehzahlverläufe während einer Schubrückschaltung dargestellt, bei der die Synchronisierung des Zielgangs erfindungsgemäß bei vollständig geöffneter Überbrückungskupplung 12 mittels der Elektromaschine 3 mit Unterstützung durch den Verbrennungsmotor 2 durchgeführt wird. Zum Zeitpunkt tθ wird der Lastgang ausgelegt und die zur Synchronisierung des Zielgangs erforderliche Drehzahl n_GE_soll an der Eingangswelle 11 des Schaltgetriebes 4 vorgegeben. Die Elektromaschine 3 wird daraufhin derart angesteuert, dass sie ein in Drehrichtung der Eingangswelle 11 wirksames Drehmoment abgibt, wodurch der Rotor 10 der Elektromaschine 3 beschleunigt wird (Drehzahlverlauf n_EM_ist). Ebenso wird auch der Verbrennungsmotor 2 beschleunigt, jedoch mit deutlicher zeitlicher Verzögerung (Drehzahlverlauf n_VM_ist). Aufgrund der Kopplung über das Summierungsgetrie- be 5 beziehungsweise das Planetengetriebe 15 ergibt sich daraus der Ist- Drehzahlverlauf n_GE_ist der Eingangswelle 11 , welches mit einer beschleunigten Synchronisierung des Zielgangs und einer verkürzten Zugkraftunterbrechung Δt verbunden ist. Unabhängig von den beispielhaft in den Figuren 3 und 4 gezeigten Ausführungsbeispielen erfasst die Erfindung auch die Verwendung des Verfahrens bei Antriebssträngen mit allen anderen möglichen und unterschiedlichen Antriebskoppelungen zwischen dem Verbrennungsmotor 2, der Elektromaschine 3, dem Summierungsgetriebe 5, der Kupplung 12 und dem Getriebe 4, welches hier jedoch nicht gesondert dargestellt ist. In contrast, in FIG. 1 typical speed curves are shown during a push downshift, in which the synchronization of the target gear according to the invention is carried out with fully opened lockup clutch 12 by means of the electric machine 3 with the assistance of the internal combustion engine 2. At time tθ, the load gear is designed and the speed n_GE_soll required for the synchronization of the target gear is predetermined at the input shaft 11 of the gearbox 4. The electric machine 3 is then driven in such a way that it emits an effective torque in the direction of rotation of the input shaft 11, whereby the rotor 10 of the electric machine 3 is accelerated (speed curve n_EM_ist). Likewise, the internal combustion engine 2 is accelerated, but with a significant time delay (speed curve n_VM_ist). As a result of the coupling via the summation transmission 5 or the planetary gear 15, this results in the actual speed curve n_GE_act of the input shaft 11, which is connected to an accelerated synchronization of the target gear and a shortened traction interruption Δt. Regardless of the exemplary embodiments shown in FIGS. 3 and 4, the invention also encompasses the use of the method in drive trains with all other possible and different drive couplings between the internal combustion engine 2, the electric machine 3, the summation transmission 5, the clutch 12 and the transmission 4, which is not shown here separately.
BezuαszeichenBezuαszeichen
1 Antriebsstrang1 powertrain
2 Verbrennungsmotor2 internal combustion engine
3 Elektromaschine3 electric machine
4 Getriebe, Schaltgetriebe4 gearbox, manual transmission
5 Summierungsgetriebe5 summation gear
6 (erstes) Eingangselement6 (first) input element
7 (zweites) Eingangselement7 (second) input element
8 Ausgangselement8 output element
9 Kurbelwelle9 crankshaft
10 Rotor10 rotor
11 Eingangswelle11 input shaft
12 Überbrückungskupplung12 lockup clutch
13 Sensor- und Steuerleitung13 sensor and control line
14 Steuergerät14 control unit
15 Planetengetriebe15 planetary gear
16 Sonnenrad16 sun wheel
17 Planetenträger17 planet carriers
18 Planetenrad18 planetary gear
19 Hohlrad19 ring gear
20 Schwungrad20 flywheel
21 Drehschwingungsdämpfer21 torsional vibration damper
22 Gehäuseteil22 housing part
23 Richtungsfreilauf23 directional freewheel
24 Verbindungswelle io Standübersetzung des Planetengetriebes24 connecting shaft io Stand translation of the planetary gear
M DrehmomentM torque
M_EM Drehmoment von 3 n Drehzahl n_EM Drehzahl von 3 n_EM_ist Istdrehzahl von 3 n_EM_soll Solldrehzahl von 3 n_GE Drehzahl von 11 n_GE_ist Istdrehzahl von 11 n_GE_soll Solldrehzahl von 11 n_VM Drehzahl von 2 n_VM_ist Istdrehzahl von 2 n_VM_soll Solldrehzahl von 2 t Zeit tθ Zeitpunkt t1 Zeitpunkt n_EM Drehzahldifferenz von 3M_EM Torque of 3 n Speed n_EM Speed of 3 n_EM_is Actual speed of 3 n_EM_soll Target speed of 3 n_GE Speed of 11 n_GE_ist Actual speed of 11 n_GE_soll Target speed of 11 n_VM Speed of 2 n_VM_act Actual speed of 2 n_VM_setpoint Speed of 2 t Time tθ Time t1 Time n_EM Speed difference Of 3
Δn_GE Drehzahldifferenz von 11Δn_GE speed difference of 11
Δt Zugkraftunterbrechung, Zugkraftunterbrechungszeitraum Δt traction interruption, traction interruption period

Claims

Patentansprüche claims
1. Verfahren zur Steuerung eines Kraftfahrzeug-Antriebsstrangs, der einen Verbrennungsmotor (2), eine Elektromaschine (3) und ein mit unsynchro- nisierten Schaltkupplungen versehenes Getriebe (4) umfasst, die über ein Summierungsgetriebe (5) mit zwei Eingangselementen (6, 7) und einem Ausgangselement (8) sowie über eine als Reibungskupplung ausgebildete Über- brückungskupplung (12) miteinander gekoppelt sind, indem das erste Eingangselement mit der Kurbelwelle (9) des Verbrennungsmotors (2), das zweite Eingangselement mit dem Rotor (10) der Elektromaschine (3) und das Ausgangselement (8) mit der Eingangswelle (11 ) des Getriebes (4) drehfest verbunden ist, und bei dem die Überbrückungskupplung (12) zwischen zwei Elementen des Summierungsgetriebes (5) angeordnet ist, wobei bei einem Schaltvorgang zwischen einem Lastgang und einem Zielgang nach dem Auslegen des Lastgangs der Zielgang synchronisiert und nachfolgend eingelegt wird, dadurch gekennzeichnet, dass der Zielgang bei geöffneter Überbrückungskupplung (12) mittels der Elektromaschine (3) synchronisiert wird, indem die Eingangswelle (11) bei einer Rückschaltung durch ein in Drehrichtung der Kurbelwelle (9) des Verbrennungsmotors (2) und der Eingangswelle (11) des Getriebes (4) wirksames positives Drehmoment M_EM > 0 von der Elektromaschine (3) auf die Synchrondrehzahl des Zielgangs beschleunigt, und bei einer Hochschaltung durch ein entgegen der Drehrichtung der Kurbelwelle (9) des Verbrennungsmotors (2) und der Eingangswelle (11) des Getriebes (4) wirksames negatives Drehmoment M_EM < 0 von der Elektromaschine (3) auf die Synchrondrehzahl des Zielgangs verzögert wird.1. A method for controlling a motor vehicle drive train, comprising an internal combustion engine (2), an electric machine (3) and provided with un-synchronized clutches gearbox (4) via a summation gear (5) with two input elements (6, 7 ) and an output element (8) and via a bridging clutch (12) designed as a friction clutch, by the first input element with the crankshaft (9) of the internal combustion engine (2), the second input element with the rotor (10) of the electric machine (3) and the output member (8) to the input shaft (11) of the transmission (4) is rotatably connected, and wherein the lock-up clutch (12) between two elements of the summation (5) is arranged, wherein in a switching operation between a load gear and a target gear is synchronized after the laying of the load gear, the target gear and subsequently inserted, characterized in that the target gear at geöff Locking clutch (12) is synchronized by the electric machine (3) by the input shaft (11) in a downshift by a in the direction of rotation of the crankshaft (9) of the internal combustion engine (2) and the input shaft (11) of the transmission (4) effective positive Torque M_EM> 0 accelerated by the electric machine (3) to the synchronous speed of the target gear, and at an upshift by a counter to the direction of rotation of the crankshaft (9) of the internal combustion engine (2) and the input shaft (11) of the transmission (4) effective negative torque M_EM <0 is delayed by the electric machine (3) to the synchronous speed of the target gear.
2. Verfahren nach Anspruch 1 , dadurch gekennzeichnet, dass der Verbrennungsmotor (2) während der Synchronisierung der Eingangswelle (11) auf weitgehend konstanter Drehzahl (n_VM) gehalten wird. 2. The method according to claim 1, characterized in that the internal combustion engine (2) during the synchronization of the input shaft (11) is maintained at a substantially constant speed (n_VM).
3. Verfahren nach Anspruch 1 , dadurch gekennzeichnet, dass der Verbrennungsmotor (2) während der Synchronisierung der Eingangswelle (11 ) bei einer Rückschaltung durch Vorgabe einer erhöhten Solldrehzahl (n_VM_soll) beschleunigt und bei einer Hochschaltung durch Vorgabe einer abgesenkten Solldrehzahl (n_VM_soll) verzögert wird.3. The method according to claim 1, characterized in that the internal combustion engine (2) during the synchronization of the input shaft (11) in a downshift by specifying an increased target speed (n_VM_soll) accelerated and at an upshift by specifying a lowered target speed (n_VM_soll) is delayed ,
4. Verfahren nach Anspruch 3, dadurch gekennzeichnet, dass in dem Fall, in dem zum Zeitpunkt des Einlegens des Zielgangs schon Synchronlauf (n_VM = n_GE) zwischen dem Verbrennungsmotor (2) und der Eingangswelle (11) des Getriebes (4) besteht, die Überbrückungskupplung (12) geschlossen wird.4. The method according to claim 3, characterized in that in the case in which at the time of insertion of the target gear already synchronous running (n_VM = n_GE) between the engine (2) and the input shaft (11) of the transmission (4), the Lock-up clutch (12) is closed.
5. Verfahren nach Anspruch 3, dadurch gekennzeichnet, dass in dem Fall, in dem zum Zeitpunkt des Einlegens des Zielgangs noch kein Synchronlauf (n_VM ≠ n_GE) zwischen dem Verbrennungsmotor (2) und der Eingangswelle (11) des Getriebes (4) besteht, die Drehzahl (n_VM) des Verbrennungsmotors (2) weiter an die Drehzahl (n_GE) der Eingangswelle (11) angeglichen wird, und die Überbrückungskupplung (12) mit Erreichen der Synchrondrehzahl (n_VM = n_GE) geschlossen wird. 5. The method according to claim 3, characterized in that in the case in which at the time of insertion of the target gear still no synchronous operation (n_VM ≠ n_GE) between the internal combustion engine (2) and the input shaft (11) of the transmission (4), the rotational speed (n_VM) of the internal combustion engine (2) is further adjusted to the rotational speed (n_GE) of the input shaft (11), and the lockup clutch (12) is closed upon reaching the synchronous rotational speed (n_VM = n_GE).
PCT/EP2007/000312 2006-01-26 2007-01-16 Method for controlling a motor vehicle drive train WO2007085361A1 (en)

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DE102006003725A DE102006003725A1 (en) 2006-01-26 2006-01-26 Transmission train for a hybrid vehicle, with an internal combustion motor and an electromotor, gives an accelerated synchronizing of the target gear on a gear change
DE102006003725.1 2006-01-26

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