WO2008086935A1 - Method for changing the rotational speed of a drive of a vehicle - Google Patents

Method for changing the rotational speed of a drive of a vehicle Download PDF

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Publication number
WO2008086935A1
WO2008086935A1 PCT/EP2007/064233 EP2007064233W WO2008086935A1 WO 2008086935 A1 WO2008086935 A1 WO 2008086935A1 EP 2007064233 W EP2007064233 W EP 2007064233W WO 2008086935 A1 WO2008086935 A1 WO 2008086935A1
Authority
WO
WIPO (PCT)
Prior art keywords
transmission
speed
drive
accelerator pedal
electric machine
Prior art date
Application number
PCT/EP2007/064233
Other languages
German (de)
French (fr)
Inventor
Thorsten Rohwer
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2008086935A1 publication Critical patent/WO2008086935A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—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
    • B60K6/42—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
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—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
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—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
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/103—Accelerator thresholds, e.g. kickdown
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/106—Rate of change
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B60Y2400/428—Double clutch arrangements; Dual clutches
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
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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 changing the speed of a drive of a vehicle, in particular a motor vehicle, wherein the drive has at least one internal combustion engine and at least one electric machine and as driver request a kickdown or a similar state is specified on an accelerator pedal.
  • Speed change of a drive of a vehicle at least one speed of the drive, such as the speed of the internal combustion engine and / or the speed of the electric machine must be changed quickly and precisely according to the speed request.
  • This can lead to at least one component of the drive - for example, due to inertia - reaches its dynamic limits, in particular when a request for an extreme change in power to the drive, such as a kickdown or a similar state on an accelerator pedal.
  • this component is, for example, the electric machine
  • the time required for the electric machine to change the speed can be reduced with the same mass moment of inertia and higher power of the electric machine.
  • the mass moment of inertia of the electric machine also increases with increasing power, which must be compensated by even more power. An increase in the dynamics of the component is thus not readily possible.
  • the inventive method provides that an accelerator pedal gradient detection is performed such that even before the Completion of the kickdown of the driver's request found and then started with the speed change.
  • an accelerator pedal gradient detection is performed such that even before the Completion of the kickdown of the driver's request found and then started with the speed change.
  • Due to the accelerator pedal gradient recognition in the method according to the invention it can be recognized early on that a corresponding request for a speed change will occur. Therefore, by the accelerator pedal gradient detection before the completion of the request of the speed change - by the kickdown or the similar state on the accelerator pedal - the driver's request can be determined and started with the speed change or speed adjustment. Through this early detection, the process can react earlier and initiate a corresponding speed change early. Thus, components of the drive with low dynamics can be brought in a short period of time to a corresponding speed.
  • the electrical machine is changed in its rotational speed during the speed change.
  • the electric machine has relatively high dynamics and a short response time as compared with the internal combustion engine. Due to the short response time, the early determination of the driver's request can be implemented much faster by the accelerator pedal gradient detection in the electric machine than, for example, in the case of the internal combustion engine.
  • the speed change is a speed synchronization, which takes place in particular for switching a transmission of the vehicle.
  • internal combustion engine and electric machine in particular drive machines of a hybrid drive, which act on the transmission to a drive train of the vehicle.
  • the hybrid drive is a purely parallel hybrid drive or a hybrid drive, which can be switched between serial and parallel arrangement of internal combustion engine and electric machine.
  • the speed change of the electric machine is in particular a rotational speed synchronization for the switching of the transmission.
  • the speed synchronization by means of the electric machine ensures that the transmission is smoothly switched from one gear to the next gear during a shift. Alternatively or additionally, the switching process by the speed synchronization quickly be performed.
  • the transmission is designed in particular as a dual clutch transmission (dual clutch manual transmission).
  • the internal combustion engine can act on the transmission via two drive trains, each of which can be separated by the internal combustion engine, with one electric machine each. If the transmission is engaged, opens the clutch of a previously active drive train and closes the clutch of the previously non-active drive train in which the desired following gear is already engaged and the transmission components are already adapted in their speed to the drive motor, for example, the internal combustion engine.
  • the transmission is synchronized by means of synchronization rings. However, these are heavily loaded during synchronization. In order to reduce this load, a transmission synchronization preferably takes place with at least one of the electrical machines.
  • the speed synchronization takes place for a downshift of the transmission.
  • the subsequent gear is known.
  • the speed synchronization must be initiated very early. Therefore, the accelerator pedal gradient detection is performed in such a way that even before the conclusion of the kickdown of the driver's request for a downshift to a lower gear determined and then started with the speed synchronization for the lower following gear, which allows the highest possible power or the highest possible moment.
  • Downshift possible to synchronize the transmission by means of speed synchronization of the electric machine.
  • the transmission is designed, for example, as a double-clutch transmission, then the rotational speed synchronization of the electric machine of the non-active drive train can be used to set a speed matched to the subsequent gear in parallel with the speed change of the active drive train and then to switch to the other drive train.
  • an automatic transmission is used as the transmission.
  • a corresponding kickdown function with a kickdown limit switch is known.
  • the transmission can be synchronized by the electric machine Early and without loss of time, so that a quick and / or jerk-free switching is possible.
  • kickdown it must be assumed that the driver wishes to have the maximum power available.
  • An accelerator pedal gradient detection recognizes the driver's request already after less than half the time it takes to fully depress the accelerator pedal. Compared to a conventional kickdown limit switch thus results in a corresponding time advantage.
  • an automatic transmission is used as the transmission.
  • the electric machine is synchronized parallel to the internal combustion engine.
  • Figure shows a hybrid drive of a vehicle for carrying out the method according to the invention.
  • the figure shows a hybrid drive 1 of a vehicle, not shown.
  • the hybrid drive 1 has an internal combustion engine 2 and two electric machines 3, 4.
  • the output train 5 of the internal combustion engine 2 is rotatably coupled to a ring gear 6, which meshes with two gears 7, 8.
  • the gear 7 is connected to a first clutch 9 and the gear 8 to a second clutch 10.
  • the gear 7, 8 opposite side of the clutch 9, 10 is in each case an input shaft 11, 12 of a switchable transmission 13.
  • On the first input shaft 11 which is connected to the first clutch 9, the first electric machine 3rd arranged.
  • On the second input shaft 12, which is connected to the second clutch 10, the second electric machine 4 is arranged.
  • the shiftable transmission 13 is a known, unspecified named switchable transmission with an output shaft 14.
  • This transmission 13 has in particular no synchronization rings for transmission synchronization.
  • the output shaft 14 is connected to a differential, not shown, which leads to the drive wheels of the vehicle.
  • the transmission 13 forms together with the clutches 9, 10 and the electric machines 3, 4 on the input shafts 11, 12 a Doppelkupplungsgethebe 15.
  • the Doppelkupplungsgethebe 15 thus has two drive trains 16, 17 on.
  • the first drive train 16 connects the output line 5 of the internal combustion engine 2 via the first clutch 9 with the first electric machine 3 and the input shaft 11 of the transmission 13, which - depending on the switching position - connects the first input shaft 11 to the output shaft 14.
  • the second drive train 17 connects the output line 5 of the internal combustion engine 2 via the second clutch 10 with the second electric machine 4 and the second input shaft 12 of the transmission 13.
  • a corresponding part of the switchable transmission 13 connects - with a corresponding switching position - the input shaft 12 with the transmission output shaft 14.
  • the hybrid drive 1 is operated by means of a control / regulating device 18 in parallel hybrid mode.
  • the control / regulating device 18 acts on the internal combustion engine 2, the clutches 9, 10, the electric machines 3, 4 and the shiftable transmission 13.
  • receives the control / regulating device 18 of at least one of these components provides an input signal available. This input signal is used in particular for regulation.
  • the vehicle has an accelerator pedal 19, via which a driver of the vehicle sets a power demand on the hybrid drive.
  • the accelerator pedal 19 is connected to a read-out device 20, which can also determine an accelerator pedal gradient in addition to the position of the accelerator pedal 19.
  • the accelerator pedal gradient detection is implemented in the controller 18.
  • the change of the swept accelerator pedal travel per unit time is determined.
  • the readout device 20 transmits to the control / regulating device 18 via a corresponding line 21 a signal of the accelerator pedal position a signal of the accelerator pedal gradient of the accelerator pedal 19.
  • the control / regulating device 18 controls the internal combustion engine 2 and the electrical machines 3, 4.
  • the first drive train 16 or the second drive train 17 is active.
  • the activation results from the switching position of the clutches 9, 10.
  • Ist the first drive train 16 active the clutch 9 is closed and the clutch 10 is opened.
  • the drive train 17 is active, then the clutch 9 is open and the clutch 10 is closed.
  • the respective non-active drive train 16, 17 is synchronized by the associated electric machine 3, 4 in the non-active time so that it can act immediately as an active drive train 16, 17 at a successful gear change without further speed adjustment.
  • the dual-clutch transmission 15 is smoothly changed in the following gear with appropriate translation, so that a particularly fast change of gear (quick shift) is possible.
  • the maximum possible speed change for speed synchronization is determined by the inertia of the respective drive device - here the electric machine 3, 4 and the corresponding transmission components of the transmission 13.
  • the electric machines 3, 4 with respect to the internal combustion engine 2 have high dynamics, these are for a speed synchronization of the transmission 13 with a large change in the power requirement, such as a kickdown on the accelerator pedal 19, too slow.
  • the time required for an electric machine 3, 4 to accelerate (increase the speed) depends largely on their
  • This driver request or this power request is by means of accelerator pedal gradient detection detected early. If a gear change is necessary to realize the maximum power, the driver's power requirement is recognized early by the accelerator pedal gradient detection. Significantly before the accelerator pedal 19 reaches its end position (kickdown position), the accelerator pedal gradient recognition recognizes that a downshift follows. Since it is known in which gear the transmission 13 is and only a lower gear is to be engaged by the kickdown, the synchronization speed is quickly determined to which the non-active drive train 16, 17 of the electric machine 3, 4 must be accelerated / decelerated to get maximum performance. Thus, the synchronization process of the non-active drive train 16, 17 can be started early.
  • the dual-clutch transmission 15 has a dual clutch and, alternatively, to the embodiment of

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Abstract

The invention relates to a method for changing the rotational speed of a drive of a vehicle, particularly a motor vehicle, the drive comprising at least one internal combustion engine (2) and at least one electric machine (9, 10), and a kickdown, or a similar state, being predefined at an accelerator pedal (19) as a driver request, characterized in that an accelerator pedal gradient detection is performed such that even before the kickdown is completed, the driver request is determined and the rotational speed change commences.

Description

Beschreibung description
Titel Verfahren zur Drehzahlveränderung eines Antriebs eines FahrzeugsTitle Method for changing the speed of a drive of a vehicle
Die Erfindung betrifft ein Verfahren zur Drehzahlveränderung eines Antriebs eines Fahrzeugs, insbesondere Kraftfahrzeugs, wobei der Antrieb mindestens eine Brennkraftmaschine und mindestens eine elektrische Maschine aufweist und als Fahrerwunsch ein Kickdown oder ein ähnlicher Zustand an einem Fahrpedal vorgegeben wird.The invention relates to a method for changing the speed of a drive of a vehicle, in particular a motor vehicle, wherein the drive has at least one internal combustion engine and at least one electric machine and as driver request a kickdown or a similar state is specified on an accelerator pedal.
Stand der TechnikState of the art
Ein derartiges Verfahren ist bekannt. Bei einer Anforderung einerSuch a method is known. When requesting a
Drehzahlveränderung eines Antriebs eines Fahrzeugs muss mindestens eine Drehzahl des Antriebs, wie zum Beispiel die Drehzahl der Brennkraftmaschine und/oder die Drehzahl der elektrischen Maschine schnell und präzise entsprechend der Drehzahlanforderung verändert werden. Dies kann insbesondere bei einer Anforderung einer extremen Leistungsänderung an den Antrieb, wie zum Beispiel bei einem Kickdown oder einem ähnlichen Zustand an einem Fahrpedal dazu führen, dass mindestens eine Komponente des Antriebs - zum Beispiel aufgrund von Trägheit - an ihre dynamischen Grenzen gelangt. Handelt es sich bei dieser Komponente beispielsweise um die elektrische Maschine, so kann die Zeit, die die elektrische Maschine zur Drehzahländerung benötigt, bei gleichem Massenträgheitsmoment und höherer Leistung der elektrischen Maschine verringert werden. Dabei steigt jedoch mit wachsender Leistung auch das Massenträgheitsmoment der elektrischen Maschine an, was durch noch mehr Leistung kompensiert werden muss. Eine Steigerung der Dynamik der Komponente ist somit nicht ohne weiteres möglich.Speed change of a drive of a vehicle, at least one speed of the drive, such as the speed of the internal combustion engine and / or the speed of the electric machine must be changed quickly and precisely according to the speed request. This can lead to at least one component of the drive - for example, due to inertia - reaches its dynamic limits, in particular when a request for an extreme change in power to the drive, such as a kickdown or a similar state on an accelerator pedal. If this component is, for example, the electric machine, the time required for the electric machine to change the speed can be reduced with the same mass moment of inertia and higher power of the electric machine. However, the mass moment of inertia of the electric machine also increases with increasing power, which must be compensated by even more power. An increase in the dynamics of the component is thus not readily possible.
Offenbarung der ErfindungDisclosure of the invention
Das erfindungsgemäße Verfahren sieht vor, dass eine Fahrpedalgradientenerkennung derart durchgeführt wird, dass schon vor dem Abschluss des Kickdowns der Fahrerwunsch festgestellt und schon dann mit der Drehzahlveränderung begonnen wird. Gleiches gilt insbesondere auch für den ähnlichen Zustand am Fahrpedal. Durch die Fahrpedalgradientenerkennung ist beim erfindungsgemäßen Verfahren frühzeitig erkennbar, dass eine entsprechende Anforderung einer Drehzahlveränderung kommen wird. Daher kann durch die Fahrpedalgradientenerkennung bereits vor dem Abschluss der Anforderung der Drehzahlveränderung - durch den Kickdown oder den ähnlichen Zustand am Fahrpedal - der Fahrerwunsch bestimmt und mit der Drehzahlveränderung oder einer Drehzahlanpassung begonnen werden. Durch diese Früherkennung kann das Verfahren früher reagieren und eine entsprechende Drehzahlveränderung frühzeitig einleiten. Somit können auch Komponenten des Antriebs mit geringer Dynamik in einem kurzen Zeitraum auf eine entsprechende Drehzahl gebracht werden.The inventive method provides that an accelerator pedal gradient detection is performed such that even before the Completion of the kickdown of the driver's request found and then started with the speed change. The same applies in particular to the similar state of the accelerator pedal. Due to the accelerator pedal gradient recognition in the method according to the invention, it can be recognized early on that a corresponding request for a speed change will occur. Therefore, by the accelerator pedal gradient detection before the completion of the request of the speed change - by the kickdown or the similar state on the accelerator pedal - the driver's request can be determined and started with the speed change or speed adjustment. Through this early detection, the process can react earlier and initiate a corresponding speed change early. Thus, components of the drive with low dynamics can be brought in a short period of time to a corresponding speed.
Weiterhin ist mit Vorteil vorgesehen, dass bei der Drehzahlveränderung insbesondere die elektrische Maschine in ihrer Drehzahl verändert wird. Die elektrische Maschine besitzt, verglichen mit der Brennkraftmaschine eine relativ hohe Dynamik und eine kurze Ansprechzeit. Durch die kurze Ansprechzeit kann die frühzeitige Feststellung des Fahrerwunsches durch die Fahrpedalgradientenerkennung bei der elektrischen Maschine deutlich schneller umgesetzt werden als zum Beispiel bei der Brennkraftmaschine.Furthermore, it is advantageously provided that, in particular, the electrical machine is changed in its rotational speed during the speed change. The electric machine has relatively high dynamics and a short response time as compared with the internal combustion engine. Due to the short response time, the early determination of the driver's request can be implemented much faster by the accelerator pedal gradient detection in the electric machine than, for example, in the case of the internal combustion engine.
Nach einer Weiterbildung der Erfindung ist vorgesehen, dass die Drehzahlveränderung eine Drehzahlsynchronisation ist, die insbesondere für ein Schalten eines Getriebes des Fahrzeugs erfolgt. Dabei sind Brennkraftmaschine und elektrische Maschine insbesondere Antriebsmaschinen eines Hybridantriebs, die über das Getriebe auf einen Antriebsstrang des Fahrzeugs wirken. Der Hybridantrieb ist dabei ein rein paralleler Hybridantrieb oder ein Hybridantrieb, der zwischen serieller und paralleler Anordnung von Brennkraftmaschine und elektrischer Maschine umschaltbar ist. Die Drehzahlveränderung der elektrischen Maschine ist insbesondere eine Drehzahlsynchronisation für das Schalten des Getriebes. Durch die Drehzahlsynchronisation mittels der elektrischen Maschine wird erreicht, dass das Getriebe bei einem Schaltvorgang ruckfrei von einem Gang in den folgenden Gang geschaltet wird. Alternativ oder zusätzlich kann der Schaltvorgang durch die Drehzahlsynchronisation schnell durchgeführt werden. Um schnelle Schaltvorgänge zu erreichen, ist das Getriebe insbesondere als ein Doppelkupplungsgetriebe (Doppelkupplungs- Schaltgetriebe) ausgebildet. Bei einem derartigen Doppelkupplungsgetriebe kann die Brennkraftmaschine über zwei durch jeweils eine Schaltkupplung von der Brennkraftmaschine trennbare Antriebsstränge mit jeweils einer elektrischen Maschine auf das Getriebe wirken. Wird das Getriebe geschaltet, öffnet die Kupplung eines bisher aktiven Antriebsstrangs und schließt die Kupplung des bisher nicht aktiven Antriebsstrangs, bei dem der gewünschte folgende Gang bereits eingelegt ist und dessen Getriebekomponenten bereits in ihrer Drehzahl an den Antriebsmotor, zum Beispiel die Brennkraftmaschine, angepasst sind. Herkömmlich erfolgt eine Synchronisation des Getriebes mittels Synchronisationsringen. Diese werden bei der Synchronisation jedoch stark belastet. Um diese Belastung zu verringern, erfolgt eine Getriebesynchronisation vorzugsweise mit mindesten einer der elektrischen Maschinen. Die elektrische Maschine stößt jedoch bei der schnellen Getriebesynchronisation an ihre dynamischen Grenzen. Da diese Dynamik nicht ohne weiteres verbessert werden kann, muss das folgende Übersetzungsverhältnis (der gewünschte Folgegang) möglichst frühzeitig bekannt sein, sodass die elektrische Maschine mit ihrer begrenzten Dynamik die Synchronisation schon vor dem Schaltzeitpunkt ausgeführt hat. Bei moderater Änderung derAccording to a development of the invention it is provided that the speed change is a speed synchronization, which takes place in particular for switching a transmission of the vehicle. In this case, internal combustion engine and electric machine, in particular drive machines of a hybrid drive, which act on the transmission to a drive train of the vehicle. The hybrid drive is a purely parallel hybrid drive or a hybrid drive, which can be switched between serial and parallel arrangement of internal combustion engine and electric machine. The speed change of the electric machine is in particular a rotational speed synchronization for the switching of the transmission. The speed synchronization by means of the electric machine ensures that the transmission is smoothly switched from one gear to the next gear during a shift. Alternatively or additionally, the switching process by the speed synchronization quickly be performed. In order to achieve fast switching operations, the transmission is designed in particular as a dual clutch transmission (dual clutch manual transmission). In such a dual-clutch transmission, the internal combustion engine can act on the transmission via two drive trains, each of which can be separated by the internal combustion engine, with one electric machine each. If the transmission is engaged, opens the clutch of a previously active drive train and closes the clutch of the previously non-active drive train in which the desired following gear is already engaged and the transmission components are already adapted in their speed to the drive motor, for example, the internal combustion engine. Conventionally, the transmission is synchronized by means of synchronization rings. However, these are heavily loaded during synchronization. In order to reduce this load, a transmission synchronization preferably takes place with at least one of the electrical machines. However, the electric machine encounters its dynamic limits in the fast transmission synchronization. Since this dynamic can not be easily improved, the following gear ratio (the desired sequence) must be known as early as possible so that the electrical machine with its limited dynamics has already carried out the synchronization before the switching time. With moderate change of
Leistungsanforderung ist dies nicht nötig, da die Dynamik der elektrischen Maschine ausreicht. Bei einer Volllastbeschleunigung ist eine Früherkennung der Notwendigkeit eines Schaltvorgangs jedoch aufgrund der fehlenden Dynamik notwendig. Zur Verkürzung der Schaltzeiten der Schaltvorgänge ist somit vorgesehen, dass die Fahrpedalgradientenerkennung derart durchgeführt wird, dass schon vor einer größeren Änderung der Leistungsanforderung, wie zum Beispiel einem Kickdown, der folgende Fahrerwunsch nach einem Schalten festgestellt und schon dann mit der entsprechenden Drehzahlsynchronisation begonnen wird.This power requirement is not necessary because the dynamics of the electrical machine is sufficient. At full load acceleration, however, early detection of the need for a shift is necessary due to the lack of dynamics. To shorten the switching times of the switching operations is thus provided that the accelerator pedal gradient detection is performed such that even before a major change in the power requirement, such as a kickdown, the following driver request for switching detected and then started with the appropriate speed synchronization.
Mit Vorteil ist vorgesehen, dass die Drehzahlsynchronisation für ein Herunterschalten des Getriebes erfolgt. Für ein Heraufschalten bei Volllastbeschleunigungen ist der Folgegang bekannt. Für ein Herunterschalten des Getriebes muss die Drehzahlsynchronisation jedoch sehr früh eingeleitet werden. Daher wird die Fahrpedalgradientenerkennung derart durchgeführt, dass schon vor dem Abschluss des Kickdowns der Fahrerwunsch nach einem Herunterschalten auf einen niedrigeren Gang festgestellt und schon dann mit der Drehzahlsynchronisation für den niedrigeren Folgegang begonnen wird, der eine möglichst hohe Leistung beziehungsweise ein möglichst hohes Moment ermöglicht. Somit ist eine Früherkennung des nächstens Gangs bei demIt is advantageously provided that the speed synchronization takes place for a downshift of the transmission. For upshifting at full load accelerations, the subsequent gear is known. For a downshift of the transmission, however, the speed synchronization must be initiated very early. Therefore, the accelerator pedal gradient detection is performed in such a way that even before the conclusion of the kickdown of the driver's request for a downshift to a lower gear determined and then started with the speed synchronization for the lower following gear, which allows the highest possible power or the highest possible moment. Thus, an early detection of the next gear in the
Herunterschalten möglich, um mittels Drehzahlsynchronisation der elektrischen Maschine das Getriebe zu synchronisieren. Ist das Getriebe zum Beispiel als Doppelkupplungsgetriebe ausgebildet, so kann die Drehzahlsynchronisation der elektrischen Maschine des nicht aktiven Antriebsstrangs genutzt werden, um parallel zur Drehzahlveränderung des aktiven Antriebsstrangs eine auf den Folgegang abgestimmte Drehzahl einzustellen und anschließend auf den anderen Antriebsstrang umzuschalten.Downshift possible to synchronize the transmission by means of speed synchronization of the electric machine. If the transmission is designed, for example, as a double-clutch transmission, then the rotational speed synchronization of the electric machine of the non-active drive train can be used to set a speed matched to the subsequent gear in parallel with the speed change of the active drive train and then to switch to the other drive train.
Insbesondere ist vorgesehen, dass als Getriebe ein automatisches Getriebe verwendet wird. Bei einem automatischen Getriebe ist eine entsprechende Kickdown-Funktion mit einem Kickdown-Endschalter bekannt. Durch die Früherkennung des Fahrerwunsches am Fahrpedal kann das Getriebe durch die elektrische Maschine Frühzeitig und ohne Zeitverlust synchronisiert werden, sodass ein schnelles und/oder ruckfreies Schalten ermöglicht wird. Im Falle des Kickdowns muss vom Wunsch ausgegangen werden, dass der Fahrer die maximale Leistung zur Verfügung gestellt haben möchte. Eine Fahrpedalgradientenerkennung erkennt den Fahrerwunsch bereits nach weniger als der Hälfte der Zeit, die man benötigt, um das Fahrpedal vollständig durchzutreten. Gegenüber einem herkömmlichen Kickdown-Endschalter ergibt sich somit ein entsprechender zeitlicher Vorteil. Da bekannt ist, in welchem Gang sich das Getriebe befindet und durch einen Kickdown sinnvoll nur ein niedrigerer Gang einzulegen ist, ist auch die Synchronisationsdrehzahl bekannt, auf die die elektrische Maschine beschleunigt werden muss, um den Synchronisationsvorgang des Getriebes frühzeitig zu beginnen. Der Zeitnachteil einer Getriebesynchronisation durch die elektrische Maschine gegenüber herkömmlichen Synchronisationsringen wird durch die Früherkennung des Fahrerwunsches behoben und der Einsatz der elektrischen Maschine zur Getriebesynchronisation ist damit möglich. Durch einen Verzicht auf eine Getriebesynchronisation mittels Synchronisationsringen oder durch Ergänzung der Getriebesynchronisation mittels Synchronisationsringen durch eine elektrische Maschine kommt es zu einer niedrigeren mechanischen Belastung, wobei die Lebensdauer des Getriebes erhöht wird.In particular, it is provided that an automatic transmission is used as the transmission. In an automatic transmission, a corresponding kickdown function with a kickdown limit switch is known. By early detection of the driver's request on the accelerator pedal, the transmission can be synchronized by the electric machine Early and without loss of time, so that a quick and / or jerk-free switching is possible. In the case of kickdown, it must be assumed that the driver wishes to have the maximum power available. An accelerator pedal gradient detection recognizes the driver's request already after less than half the time it takes to fully depress the accelerator pedal. Compared to a conventional kickdown limit switch thus results in a corresponding time advantage. Since it is known in which gear is the transmission and sensible only a lower gear is to insert by a kickdown, also the synchronization speed is known, to which the electric machine must be accelerated to start the synchronization process of the transmission early. The time disadvantage of a transmission synchronization by the electric machine compared to conventional synchronization rings is eliminated by the early detection of the driver's request and the use of the electric machine for transmission synchronization is thus possible. By dispensing with a transmission synchronization by means of synchronization rings or by supplementing the transmission synchronization by means of synchronization rings by a electric machine it comes to a lower mechanical load, whereby the life of the transmission is increased.
Weiterhin ist mit Vorteil vorgesehen, dass als Getriebe ein automatisches Getriebe verwendet wird.Furthermore, it is advantageously provided that an automatic transmission is used as the transmission.
Schließlich ist mit Vorteil vorgesehen, dass die elektrische Maschine parallel zur Brennkraftmaschine synchronisiert wird.Finally, it is advantageously provided that the electric machine is synchronized parallel to the internal combustion engine.
Kurze Beschreibung der ZeichnungenBrief description of the drawings
Die Erfindung wird anhand der Figur näher erläutert, und zwar zeigt dieThe invention will be explained in more detail with reference to the figure, and that shows the
Figur einen Hybridantrieb eines Fahrzeugs zur Durchführung des erfindungsgemäßen Verfahrens.Figure shows a hybrid drive of a vehicle for carrying out the method according to the invention.
Ausführungsform(en) der ErfindungEmbodiment (s) of the invention
Die Figur zeigt einen Hybridantrieb 1 eines nicht näher dargestellten Fahrzeugs. Der Hybridantrieb 1 weist eine Brennkraftmaschine 2 sowie zwei elektrische Maschinen 3, 4 auf. Der Abtriebsstrang 5 der Brennkraftmaschine 2 ist drehfest mit einem Zahnkranz 6 gekoppelt, der mit zwei Zahnrädern 7, 8 kämmt. Das Zahnrad 7 ist mit einer ersten Schaltkupplung 9 und das Zahnrad 8 mit einer zweiten Schaltkupplung 10 verbunden. Auf der jeweiligen, dem Zahnrad 7, 8 gegenüberliegenden Seite der Schaltkupplung 9, 10 befindet sich jeweils eine Eingangswelle 11 , 12 eines schaltbaren Getriebes 13. Auf der ersten Eingangswelle 11 , die mit der ersten Schaltkupplung 9 verbunden ist, ist die erste elektrische Maschine 3 angeordnet. Auf der zweiten Eingangswelle 12, die mit der zweiten Schaltkupplung 10 verbunden ist, ist die zweite elektrische Maschine 4 angeordnet. Das schaltbare Getriebe 13 ist ein bekanntes, nicht näher benanntes schaltbares Getriebe mit einer Abtriebswelle 14. Dieses Getriebe 13 weist insbesondere keine Synchronisationsringe zur Getriebesynchronisation auf. Die Abtriebswelle 14 steht mit einem nicht dargestellten Differential in Verbindung, das zu den Antriebsrädern des Fahrzeugs führt. Das Getriebe 13 bildet zusammen mit den Schaltkupplungen 9, 10 und den elektrischen Maschinen 3, 4 auf den Eingangswellen 11 , 12 ein Doppelkupplungsgethebe 15. Das Doppelkupplungsgethebe 15 weist somit zwei Antriebsstränge 16, 17 auf. Der erste Antriebsstrang 16 verbindet den Abtriebsstrang 5 der Brennkraftmaschine 2 über die erste Schaltkupplung 9 mit der ersten elektrischen Maschine 3 und der Eingangswelle 11 des Getriebes 13, das - je nach Schaltstellung - die erste Eingangswelle 11 mit der Abtriebswelle 14 verbindet. Der zweite Antriebsstrang 17 verbindet den Abtriebsstrang 5 der Brennkraftmaschine 2 über die zweite Schaltkupplung 10 mit der zweiten elektrischen Maschine 4 und der zweiten Eingangswelle 12 des Getriebes 13. Ein entsprechender Teil des schaltbaren Getriebes 13 verbindet - bei entsprechender Schaltstellung - die Eingangswelle 12 mit der Getriebeabtriebswelle 14. Der Hybridantrieb 1 wird mittels einer Steuer- /Regeleinrichtung 18 im Parallelhybridmodus betrieben. Die Steuer- /Regeleinrichtung 18 wirkt dabei auf die Brennkraftmaschine 2, die Schaltkupplungen 9, 10, die elektrischen Maschinen 3, 4 und das schaltbare Getriebe 13. Gleichzeitig erhält die Steuer-/Regeleinrichtung 18 von mindestens einer dieser Komponenten ein Eingangssignal zur Verfügung gestellt. Dieses Eingangssignal wird insbesondere zur Regelung genutzt. Zur Leistungsanforderung an den Hybridantrieb 1 weist das Fahrzeug ein Fahrpedal 19 auf, über das ein Fahrer des Fahrzeugs eine Leistungsanforderung an den Hybridantrieb einstellt. Das Fahrpedal 19 ist mit einer Ausleseeinrichtung 20 verbunden, die neben der Stellung des Fahrpedals 19auch einen Fahrpedalgradienten bestimmen kann. Alternativ ist die Fahrpedalgradientenerkennung in der Steuer-/Regeleinrichtung 18 implementiert. Bei dieser Fahrpedalgradientenerkennung wird die Änderung des überstrichenen Fahrpedalwegs pro Zeiteinheit bestimmt. Die Ausleseeinrichtung 20 übermittelt der Steuer-/Regeleinrichtung 18 über eine entsprechende Leitung 21 ein Signal der Fahrpedalstellung ein Signal des Fahrpedalgradienten des Fahrpedals 19.The figure shows a hybrid drive 1 of a vehicle, not shown. The hybrid drive 1 has an internal combustion engine 2 and two electric machines 3, 4. The output train 5 of the internal combustion engine 2 is rotatably coupled to a ring gear 6, which meshes with two gears 7, 8. The gear 7 is connected to a first clutch 9 and the gear 8 to a second clutch 10. On the respective, the gear 7, 8 opposite side of the clutch 9, 10 is in each case an input shaft 11, 12 of a switchable transmission 13. On the first input shaft 11 which is connected to the first clutch 9, the first electric machine 3rd arranged. On the second input shaft 12, which is connected to the second clutch 10, the second electric machine 4 is arranged. The shiftable transmission 13 is a known, unspecified named switchable transmission with an output shaft 14. This transmission 13 has in particular no synchronization rings for transmission synchronization. The output shaft 14 is connected to a differential, not shown, which leads to the drive wheels of the vehicle. The transmission 13 forms together with the clutches 9, 10 and the electric machines 3, 4 on the input shafts 11, 12 a Doppelkupplungsgethebe 15. The Doppelkupplungsgethebe 15 thus has two drive trains 16, 17 on. The first drive train 16 connects the output line 5 of the internal combustion engine 2 via the first clutch 9 with the first electric machine 3 and the input shaft 11 of the transmission 13, which - depending on the switching position - connects the first input shaft 11 to the output shaft 14. The second drive train 17 connects the output line 5 of the internal combustion engine 2 via the second clutch 10 with the second electric machine 4 and the second input shaft 12 of the transmission 13. A corresponding part of the switchable transmission 13 connects - with a corresponding switching position - the input shaft 12 with the transmission output shaft 14. The hybrid drive 1 is operated by means of a control / regulating device 18 in parallel hybrid mode. The control / regulating device 18 acts on the internal combustion engine 2, the clutches 9, 10, the electric machines 3, 4 and the shiftable transmission 13. At the same time receives the control / regulating device 18 of at least one of these components provides an input signal available. This input signal is used in particular for regulation. For the power demand on the hybrid drive 1, the vehicle has an accelerator pedal 19, via which a driver of the vehicle sets a power demand on the hybrid drive. The accelerator pedal 19 is connected to a read-out device 20, which can also determine an accelerator pedal gradient in addition to the position of the accelerator pedal 19. Alternatively, the accelerator pedal gradient detection is implemented in the controller 18. In this accelerator pedal gradient detection, the change of the swept accelerator pedal travel per unit time is determined. The readout device 20 transmits to the control / regulating device 18 via a corresponding line 21 a signal of the accelerator pedal position a signal of the accelerator pedal gradient of the accelerator pedal 19.
Es ergibt sich folgende Funktion des in der Figur gezeigten Hybridantriebs 1 : Um an der Abtriebswelle 14 des Getriebes ein gewünschtes Sollmoment M bei vorgegebener Solldrehzahl n zu erhalten, steuert die Steuer-/Regeleinrichtung 18 die Brennkraftmaschine 2 und die elektrischen Maschinen 3, 4 an. Dabei ist entweder der erste Antriebsstrang 16 oder der zweite Antriebsstrang 17 aktiv. Die Aktivierung ergibt sich aus der Schaltstellung der Schaltkupplungen 9, 10. Ist der erste Antriebsstrang 16 aktiv, so ist die Schaltkupplung 9 geschlossen und die Schaltkupplung 10 geöffnet. Ist der Antriebsstrang 17 aktiv, so ist die Schaltkupplung 9 geöffnet und die Schaltkupplung 10 geschlossen. Der jeweils nicht aktive Antriebsstrang 16, 17 wird von der zugeordneten elektrischen Maschine 3, 4 in der nicht aktiven Zeit so synchronisiert, dass er bei einem erfolgenden Gangwechsel ohne weitere Drehzahlanpassung sofort als aktiver Antriebsstrang 16, 17 wirken kann. Durch das Doppelkupplungsgetriebe 15 wird ruckfrei in den folgenden Gang mit entsprechender Übersetzung gewechselt, sodass ein besonders schneller Wechsel des Gangs (Schnellschaltung) möglich ist.This results in the following function of the hybrid drive 1 shown in the figure: In order to obtain a desired setpoint torque M at a predetermined setpoint speed n on the output shaft 14 of the transmission, the control / regulating device 18 controls the internal combustion engine 2 and the electrical machines 3, 4. In this case, either the first drive train 16 or the second drive train 17 is active. The activation results from the switching position of the clutches 9, 10. Ist the first drive train 16 active, the clutch 9 is closed and the clutch 10 is opened. If the drive train 17 is active, then the clutch 9 is open and the clutch 10 is closed. The respective non-active drive train 16, 17 is synchronized by the associated electric machine 3, 4 in the non-active time so that it can act immediately as an active drive train 16, 17 at a successful gear change without further speed adjustment. By the dual-clutch transmission 15 is smoothly changed in the following gear with appropriate translation, so that a particularly fast change of gear (quick shift) is possible.
Die maximal mögliche Drehzahlveränderung zur Drehzahlsynchronisation wird dabei von der Massenträgheit der jeweiligen Antriebseinrichtung - hier der elektrischen Maschine 3, 4 und den entsprechenden Getriebekomponenten des Getriebes 13 - bestimmt. Obwohl die elektrischen Maschinen 3, 4 gegenüber der Brennkraftmaschine 2 eine hohe Dynamik aufweisen, sind diese für eine Drehzahlsynchronisation des Getriebes 13 bei starker Änderung der Leistungsanforderung, wie zum Beispiel bei einem Kickdown am Fahrpedal 19, zu träge. Die Zeit, die eine elektrische Maschine 3, 4 zur Beschleunigung (Erhöhung der Drehzahl) benötigt, hängt maßgeblich von ihremThe maximum possible speed change for speed synchronization is determined by the inertia of the respective drive device - here the electric machine 3, 4 and the corresponding transmission components of the transmission 13. Although the electric machines 3, 4 with respect to the internal combustion engine 2 have high dynamics, these are for a speed synchronization of the transmission 13 with a large change in the power requirement, such as a kickdown on the accelerator pedal 19, too slow. The time required for an electric machine 3, 4 to accelerate (increase the speed) depends largely on their
Massenträgheitsmoment und ihrer Leistung ab. Technisch steigt mit wachsender Leistung auch die Massenträgheit an, was durch noch mehr Leistung kompensiert werden müsste. Dieser Kreislauf kann jedoch durch eine „Früherkennung" des nächsten Gangs durchbrochen werden. Um eine solche „Früherkennung" zu realisieren, muss der Fahrerwunsch (Leistungsanforderung) am Fahrpedal 19 möglichst rasch erkannt werden. Während für die schnelle Hochschaltung bei Volllastbeschleunigungen der Folgegang immer der nächsthöhere Gang ist und ausreichend Zeit für die Synchronisation zur Verfügung steht, stellt sich ein Rückschalten - zum Beispiel bei plötzlichem Fahrerwunsch nach einer Volllastbeschleunigung mit maximal möglicher Leistung beziehungsweise maximal möglichem Moment nach einer Fahrt mit konstanter Geschwindigkeit - als kritisch dar. Im Falle eines solchen Kickdown ist von dem Fahrerwunsch auszugehen, dass der Hybridantrieb die maximale Leistung zur Verfügung stellen soll. Dieser Fahrerwunsch beziehungsweise diese Leistungsanforderung wird mittels der Fahrpedalgradientenerkennung frühzeitig erkannt. Ist zur Realisierung der maximalen Leistung ein Gangwechsel nötig, wird die Leistungsanforderung des Fahrers durch die Fahrpedalgradientenerkennung frühzeitig erkannt. Deutlich bevor das Fahrpedal 19 seine Endstellung (Kickdown-Stellung) erreicht, erkennt die Fahrpedalgradientenerkennung, dass ein Herunterschalten folgt. Da bekannt ist, in welchem Gang sich das Getriebe 13 befindet und durch den Kickdown nur ein niedrigerer Gang einzulegen ist, ist die Synchronisationsdrehzahl schnell bestimmbar, auf die der nicht aktiven Antriebsstrangs 16, 17 von der elektrischen Maschine 3, 4 beschleunigt/verzögert werden muss um maximale Leistung zu erhalten. Somit kann der Synchronisationsvorgang des nicht aktiven Antriebsstrangs 16, 17 frühzeitig gestartet werden.Moment of inertia and their performance from. Technically increases with increasing power and the inertia, which would have to be compensated by even more power. However, this cycle can be broken by an "early detection" of the next gear To realize such an "early detection", the driver's request (power requirement) on the accelerator pedal 19 must be recognized as quickly as possible. While for the fast upshift at full load accelerations, the following gear is always the next higher gear and sufficient time is available for the synchronization, a downshift - for example, in a sudden driver request for a full load acceleration with maximum possible power or maximum possible moment after a drive with a constant Speed - as critical dar. In the case of such a kickdown is based on the driver's request that the hybrid drive to provide the maximum power available. This driver request or this power request is by means of accelerator pedal gradient detection detected early. If a gear change is necessary to realize the maximum power, the driver's power requirement is recognized early by the accelerator pedal gradient detection. Significantly before the accelerator pedal 19 reaches its end position (kickdown position), the accelerator pedal gradient recognition recognizes that a downshift follows. Since it is known in which gear the transmission 13 is and only a lower gear is to be engaged by the kickdown, the synchronization speed is quickly determined to which the non-active drive train 16, 17 of the electric machine 3, 4 must be accelerated / decelerated to get maximum performance. Thus, the synchronization process of the non-active drive train 16, 17 can be started early.
Alternativ zur Ausgestaltung des Doppelkupplungsgetriebes 15 mit zwei separaten Schaltkupplungen 9, 10 weist das Doppelkupplungsgetriebe 15 eine Doppelkupplung auf und alternativ zur Ausgestaltung desAs an alternative to the design of the dual-clutch transmission 15 with two separate clutches 9, 10, the dual-clutch transmission 15 has a dual clutch and, alternatively, to the embodiment of
Doppelkupplungsgetriebes 15 mit zwei separaten elektrischen Maschinen 3, 4 weist das Doppelkupplungsgetriebe 15 nur eine elektrische Maschine auf. Dual clutch transmission 15 with two separate electric machines 3, 4, the dual clutch transmission 15 only an electric machine.

Claims

Ansprüche claims
1. Verfahren zur Drehzahlveränderung eines Antriebs eines Fahrzeugs, insbesondere Kraftfahrzeugs, wobei der Antrieb mindestens eine Brennkraftmaschine und mindestens eine elektrische Maschine aufweist und als Fahrerwunsch ein Kickdown oder ein ähnlicher Zustand an einem Fahrpedal vorgegeben wird, dadurch gekennzeichnet, dass eine Fahrpedalgradientenerkennung derart durchgeführt wird, dass schon vor dem Abschluss des Kickdowns der Fahrerwunsch festgestellt und schon dann mit der Drehzahlveränderung begonnen wird.1. A method for changing the speed of a drive of a vehicle, in particular a motor vehicle, wherein the drive comprises at least one internal combustion engine and at least one electric machine and as driver request a kickdown or a similar state is set to an accelerator pedal, characterized in that an accelerator pedal gradient detection is performed such that even before the conclusion of the kickdown the driver's request is determined and then started with the speed change.
2. Verfahren nach Anspruch 1 , dadurch gekennzeichnet, dass bei der Drehzahlveränderung insbesondere die elektrische Maschine in ihrer Drehzahl verändert wird.2. The method according to claim 1, characterized in that in the speed change in particular the electric machine is changed in its speed.
3. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Drehzahlveränderung eine Drehzahlsynchronisation ist, die insbesondere für ein Schalten eines Getriebes des Fahrzeugs erfolgt.3. The method according to any one of the preceding claims, characterized in that the speed change is a speed synchronization, which takes place in particular for switching a transmission of the vehicle.
4. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Drehzahlsynchronisation für ein Herunterschalten des Getriebes erfolgt.4. The method according to any one of the preceding claims, characterized in that the speed synchronization takes place for a downshift of the transmission.
5. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass als Getriebe ein automatisches Getriebe verwendet wird.5. The method according to any one of the preceding claims, characterized in that an automatic transmission is used as the transmission.
6. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die elektrische Maschine parallel zur Brennkraftmaschine synchronisiert wird. 6. The method according to any one of the preceding claims, characterized in that the electrical machine is synchronized parallel to the internal combustion engine.
PCT/EP2007/064233 2007-01-18 2007-12-19 Method for changing the rotational speed of a drive of a vehicle WO2008086935A1 (en)

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DE102011089093B4 (en) * 2011-12-20 2021-08-12 Zf Friedrichshafen Ag Method for operating a drive train of a motor vehicle
DE102015202400A1 (en) * 2015-02-11 2016-08-11 Audi Ag Method for controlling an automatically shifting transmission and motor vehicle
DE102015002111A1 (en) * 2015-02-23 2016-10-20 Deutz Aktiengesellschaft Hybrid powertrain
KR101866061B1 (en) * 2016-10-06 2018-06-08 현대자동차주식회사 Control method for hybrid electric vehicle

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