WO2011042236A1 - Method for operating a drive device and a drive device - Google Patents

Method for operating a drive device and a drive device Download PDF

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Publication number
WO2011042236A1
WO2011042236A1 PCT/EP2010/061600 EP2010061600W WO2011042236A1 WO 2011042236 A1 WO2011042236 A1 WO 2011042236A1 EP 2010061600 W EP2010061600 W EP 2010061600W WO 2011042236 A1 WO2011042236 A1 WO 2011042236A1
Authority
WO
WIPO (PCT)
Prior art keywords
generator
internal combustion
combustion engine
transmission
clutch
Prior art date
Application number
PCT/EP2010/061600
Other languages
German (de)
French (fr)
Inventor
Helge Frauenkron
Robert Kuenne
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 WO2011042236A1 publication Critical patent/WO2011042236A1/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
    • 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
    • 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
    • B60K6/485—Motor-assist 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
    • 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
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/70—Gearings
    • B60Y2400/71—Manual or semi-automatic, e.g. automated manual transmissions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a method for operating a drive device, in particular a motor vehicle, with at least one internal combustion engine and at least one manual transmission, which can be operatively connected to one another by means of a clutch, and with a generator which can be driven by the internal combustion engine the clutch is opened for a gear change of the gearbox.
  • the invention relates to a drive device for motor vehicles, in particular for carrying out the method described above, with at least one internal combustion engine and a manual transmission, which are operatively connected to each other by means of a clutch, and with a drivable by the internal combustion engine generator.
  • Manual transmissions are used in vehicles in a known manner for selecting different ratios in the drive train.
  • the frictional connection between the internal combustion engine driving the transmission and the transmission is interrupted by opening a clutch, so that in the
  • Transmission synchronization of the transmission shafts can be done, which is necessary for the gear change.
  • the traction interruption has a negative effect on the ride comfort and possibly on the driving performance.
  • European Patent EP 0 986 713 B1 proposes a drive train in which between the clutch and the Manual transmission two electric motors are provided, which serve during the gear change, ie in the period in which the clutch is opened to provide a torque acting directly on the transmission input shaft (N) and via the transmission to the drive wheels. As a result, a traction interruption is avoided during a gear change.
  • the known powertrain requires this elaborately manufactured hollow shafts and compounds that are expensive for one and on the other claim according to space. Disclosure of the invention
  • the inventive method provides that the generator is arranged between the internal combustion engine and the clutch and is driven to synchronize the rotational speed of the internal combustion engine with that of the transmission in dependence on the direction of the gear change. Unlike the known
  • the generator is arranged between the clutch and the internal combustion engine, so that the generator is not separated by loosening or opening the clutch of the internal combustion engine.
  • the rotor of the generator is rotatably connected to the output shaft of the internal combustion engine.
  • the speed of the internal combustion engine is adapted to the input speed of the transmission or synchronized.
  • gear changes take place in a shorter time and the interruption of traction for the driver is reduced and the driving comfort is increased.
  • a negative torque in particular a maximum braking torque, is requested by the generator when the gear change is upshifting.
  • a minimum power generation is requested by the generator in a downshifting gear change to minimize its negative torque acting on the internal combustion engine.
  • the generator used is a crankshaft starter generator.
  • This can be used both as an electric motor for driving the vehicle, as a generator for generating electricity and as a starter or starter.
  • the crankshaft starter-generator can thus both generate and consume energy.
  • a positive torque in particular a maximum acceleration torque
  • the crankshaft starter generator in the event of a downshifting gear change.
  • the drive device is characterized in that the generator is arranged between the internal combustion engine and the clutch and for synchronizing the rotational speed of the internal combustion engine with that of the transmission in dependence on the direction of a gear change of the transmission is controlled.
  • the rotor of the generator is preferably non-rotatably connected to the output shaft of the internal combustion engine and connected to the input shaft of the clutch.
  • the generator is arranged on a shaft connecting the internal combustion engine with the clutch rotatably acting shaft which simultaneously forms the output shaft of the internal combustion engine and the input shaft of the clutch. This results in a particularly compact and inexpensive to produce drive device.
  • the transmission is designed as an automated transmission.
  • the automated transmission may be both a simple automatic transmission and a dual clutch transmission.
  • the dual-clutch transmission has the further advantage that a traction interruption during the gear change can be at least substantially avoided.
  • the transmission can also be designed as a manual transmission, which then expediently has a detection device that makes it possible to estimate the direction of an upcoming gear change, so after pressing the clutch in the shortest possible time, the speed of the internal combustion engine by means of the generator depending on the direction Gear change is increased or decreased.
  • the shifting comfort and in particular the ride comfort can be increased.
  • With a gearshift upshift the generator generates a brake torque acting on the engine.
  • the speed gradient of the internal combustion engine is influenced, which is positively limited by the maximum engine torque, negative by the torque loss of the engine and dynamically by the inertia of the moving parts of the engine before the clutch.
  • the generator is designed as a crankshaft starter generator.
  • the crankshaft starter generator fulfills several functions as a starter, generator and / or as an electric motor, as already described above.
  • the crankshaft starter generator provides an additional acceleration torque that increases the speed of the internal combustion engine or the positive speed gradient of the internal combustion engine.
  • the crankshaft starter generator is associated with a control unit, by means of which the functions described above can be performed by hardware or software.
  • the control unit preferably receives input signals from an engine control unit assigned to the internal combustion engine and / or from a transmission control unit assigned to the transmission.
  • the control unit, the engine control unit and the transmission control unit input signals from a common vehicle control computer can be transmitted, which coordinates the interaction of the different control units.
  • FIGS. 2A and B show a comparison of rotational speeds between a conventional drive device and an advantageous drive device
  • FIG. 3A, B and C different control unit connections.
  • FIG. 1 shows a schematic representation of an advantageous drive device 1, the internal combustion engine 2, a generator 3, a clutch
  • the internal combustion engine 2 is designed for example as a gasoline engine or as a diesel engine and has an output shaft 6 which leads to the clutch 4 and is connected in a rotationally fixed manner to the input side of the clutch 4.
  • the output side of the clutch 4 is in turn rotatably connected to an input shaft 7 of the gearbox 5.
  • the gearbox 5 may be formed as a manual transmission or preferably as an automated manual transmission 8.
  • the gearbox 5 has an output shaft 9, which transmits the output-side torque and the output-side rotational speed of the gearbox 5 to drive wheels 10 of a drive device 1 having, not shown motor vehicle.
  • the generator 3 is formed in the present embodiment as a crankshaft starter generator 1 1.
  • the generator 3 functions as a starter or starter for the internal combustion engine 2, as a generator for generating electricity and as an electric motor for driving the motor vehicle, depending on how the crankshaft starter generator 1 1 and the clutch 4 are controlled.
  • a stator 12 of the generator 3 is arranged stationary, a rotor 13 is rotatably connected to the output shaft 6 of the internal combustion engine 2.
  • the generator 3 is arranged on the output shaft 6 between the internal combustion engine 2 and the clutch 4. The generator 3 is thus always in operative connection with the internal combustion engine. 2
  • the manual transmission 5 allows the selection of different ratios in the drive train or the drive device. 1
  • a gear change it is known that the transmission input shaft 7 and the transmission output shaft 9 are synchronized with the gear ratio to be set.
  • the clutch 4 is initially opened to a gear change, so that the rotational speed of the transmission input shaft 7 can be adjusted independently of the internal combustion engine 2.
  • an upshifting or a downshifting gear change takes place in the manual transmission 5 in the known manner.
  • the speed of the internal combustion engine 2 is adapted to the speed of the transmission input shaft 7 belonging to the target gear to improve the driving comfort and the shifting comfort.
  • the generator 3 is advantageously controlled to synchronize the rotational speeds as a function of the direction of the gear change.
  • a torque can thus be applied to the transmission output shaft 6 of the internal combustion engine 2, which influences the design-related speed gradient of the internal combustion engine 2 or increases or decreases.
  • the generator 3 which can provide torque as electrical machine within a very short time available, the Synchronization necessary time duration and thus the necessary interruption of traction can be significantly reduced.
  • FIGS. 2A and 2B show a comparison between the synchronization duration according to the prior art (FIG. 2A) and according to the present advantageous drive device 1 (FIG. 2B).
  • Figures 2A and 2B show two superimposed diagrams with parallel time axes t, over which once the torque M DB of the internal combustion engine 2 and in the other case, the rotational speeds of the transmission output shaft 6 of the internal combustion engine 2 are shown.
  • a maximum braking torque or a maximum negative torque is requested from the generator 3.
  • FIGS. 3A to 3C show different drive possibilities of the drive device 1.
  • a generator 3 associated Control unit 14 is controlled by an engine control unit 15, which in turn receives commands from a transmission control unit 16.
  • control unit 14 receives commands simultaneously from the engine control unit 16 and the transmission control unit 15.
  • control unit 14 the transmission control unit 15 and the engine control unit 16 receive commands from a common vehicle management computer 17, which coordinates the interaction of the control units 14, 15 and 16.
  • the control of the internal combustion engine 2 is carried out by the engine control unit 15, which activates the control unit 14 and thus the generator 3 in order to start the internal combustion engine 2.
  • the engine control unit 15 controls via the control unit 14
  • Generator 3 in an intelligent manner, in order to generate electricity as efficiently and as needed and, depending on the concept, also to convert stored energy back into drive torque. If a driver or the transmission control unit 16 triggers an upshifting gear change, the transmission control unit 16 initiates the request to open the clutch 4, to engage the target gear on actuators of the transmission 5, and to reduce the torque M DB to the engine control unit 15, otherwise the rotational speed the internal combustion engine 2 would start unintentionally start when opening the clutch 4. If the clutch 4 is open, and thus the adhesion is interrupted, the speed of the internal combustion engine 2, as described above, must be reduced to the target speed in the next gear.
  • the loss torque of the internal combustion engine 2 is increased to accelerate the change in their speed. Due to the inertia of the moving parts of the internal combustion engine 2, however, the duration is physically predetermined until reaching the target speed. If the engine control unit 15 receives from the transmission control unit 16 the synchronization speed and time necessary for the gear change, the engine Tornch réelle also calculate the amount and duration of the additional requested torque for the generator 3 and the crankshaft starter generator 1 1 and request. Of course, the amount of requested torque may be dynamically formed during the gear change depending on the current speed of the engine 2. It is also conceivable that a smaller torque than the maximum loss torque of the internal combustion engine 2 is requested by the transmission control unit 16.
  • crankshaft starter-generator 1 1 and the internal combustion engine 2 can be done in the transmission control unit or in the engine control unit.
  • the transmission control unit 16 the minimum and maximum adjustable torques via a data exchange from the engine control unit expediently known.
  • the transmission control unit 16 again requests an increase in the torque M D on the output shaft 6 of the internal combustion engine 2
  • crankshaft The course of the increasing torque M D is the transmission control unit 16 before.
  • the crankshaft starter generator 1 1 help again support.
  • the speed of the internal combustion engine 2 during the open clutch 4 must be increased.
  • the maximum adjustable internal torque of the internal combustion engine 2 acts as a limiting factor.
  • the rotational speed gradient is limited for a given mass inertia of the rotating parts of the internal combustion engine 2. If the torque increase request of the transmission control unit 16 occurs at an operating point of the
  • the maximum torque of the internal combustion engine 2 is only after a certain delay. Due to the relatively slow air path of the internal combustion engine 2, the build-up of the torque takes a long time relative to the synchronization time of the transmission circuit. If in this case the assistance by means of the crankshaft starter generator 1 1, the target speed can be set much faster.
  • the engine control unit 15 additionally requests a positive torque from the control unit 14 during the transmission circuit. As described above, the history of the torque request may be formed by the engine control unit.
  • the additional torque may be provided by the transmission control unit. er réelle 16 of both units, engine control unit 15 and control unit 14 of the generator 3, are requested.
  • the control unit 14 is integrally formed in the generator 3.
  • a torque can be transmitted from the engine control unit 15 or, if present, the transmission control unit 16, the target speed to the control unit 14 of the crankshaft starter-generator 1 1.
  • the control unit 14 and / or the crankshaft starter generator 1 1 usually have in addition to a torque interface and a speed interface. If this is used, however, care must be taken to ensure that the controller in the engine control unit 15 and in the control unit 14 do not swell each other. For this purpose, appropriate precautions, such as different types of controllers (PID and P controller) to make.
  • the functionality can also be via a sport mode, or similar custom functionalities, activatable and / or differently pronounced or become.
  • the load of the generator 3 can be requested from another controller via an external interface.
  • the interface generator can also temporarily increase the loss torque at the clutch 4 or accelerate the speed of the internal combustion engine 2 by generating the maximum possible current.
  • the minimum power generation is requested for a short time.
  • the loss torque or the applied by the generator braking torque is lower or minimum and the engine 2 can reach the higher target speed faster.

Abstract

The invention relates to a method for operating a drive device (1), in particular of a motor vehicle, having at least one internal combustion engine (2) and a change speed gearbox (5) which can be operatively connected to one another by means of a clutch (4), and having a generator (3) which can be driven by the internal combustion engine (2), wherein the clutch (4) is opened for a gear change of the change speed gearbox (5). There is provision here that the generator (3) is arranged between the internal combustion engine (2) and the clutch (4) and is actuated in order to synchronize the rotational speed of the internal combustion engine (2) with that of the gearbox (5) as a function of the direction of the gear change. In addition, the invention relates to a drive device (1) for a motor vehicle.

Description

Beschreibung  description
Titel title
Verfahren zum Betreiben einer Antriebsvorrichtung, Antriebsvorrichtung Die Erfindung betrifft ein Verfahren zum Betreiben einer Antriebsvorrichtung, insbesondere eines Kraftfahrzeugs, mit wenigstens einer Brennkraftmaschine und wenigstens einem Schaltgetriebe, die mittels einer Kupplung miteinander wirk- verbindbar sind, und mit einem von der Brennkraftmaschine antreibbaren Generator, wobei die Kupplung für einen Gangwechsel des Schaltgetriebes geöffnet wird.  The invention relates to a method for operating a drive device, in particular a motor vehicle, with at least one internal combustion engine and at least one manual transmission, which can be operatively connected to one another by means of a clutch, and with a generator which can be driven by the internal combustion engine the clutch is opened for a gear change of the gearbox.
Ferner betrifft die Erfindung eine Antriebsvorrichtung für Kraftfahrzeuge, insbesondere zur Durchführung des oben beschriebenen Verfahrens, mit wenigstens einer Brennkraftmaschine und einem Schaltgetriebe, die mittels einer Kupplung miteinander wirkverbindbar sind, und mit einem von der Brennkraftmaschine antreibbaren Generator. Furthermore, the invention relates to a drive device for motor vehicles, in particular for carrying out the method described above, with at least one internal combustion engine and a manual transmission, which are operatively connected to each other by means of a clutch, and with a drivable by the internal combustion engine generator.
Stand der Technik Verfahren und Antriebsvorrichtungen der eingangs genannten Art sind aus demPRIOR ART Methods and drive devices of the type mentioned in the introduction are known from the
Stand der Technik bekannt. Schaltgetriebe werden in Fahrzeugen in bekannter Art und Weise zur Auswahl unterschiedlicher Übersetzungen im Antriebsstrang verwendet. Während eines Gangwechsels wird bei Schaltgetrieben der Kraft- schluss zwischen der das Schaltgetriebe antreibenden Brennkraftmaschine und dem Schaltgetriebe durch Öffnen einer Kupplung unterbrochen, sodass in demKnown in the art. Manual transmissions are used in vehicles in a known manner for selecting different ratios in the drive train. During a gear change in power transmissions, the frictional connection between the internal combustion engine driving the transmission and the transmission is interrupted by opening a clutch, so that in the
Getriebe eine Synchronisation der Getriebewellen erfolgen kann, die zum Gangwechsel notwendig ist. Die Kraftschlussunterbrechung wirkt sich dabei jedoch negativ auf den Fahrkomfort und gegebenenfalls auf die Fahrleistung aus. Transmission synchronization of the transmission shafts can be done, which is necessary for the gear change. However, the traction interruption has a negative effect on the ride comfort and possibly on the driving performance.
Das europäische Patent EP 0 986 713 B1 schlägt zur Vermeidung von Fahrkomforteinbußen einen Antriebsstrang vor, bei dem zwischen der Kupplung und dem Schaltgetriebe zwei Elektromotoren vorgesehen sind, die dazu dienen, während des Gangwechsels, also in dem Zeitraum, in welchem die Kupplung geöffnet ist, ein Drehmoment bereitzustellen, das direkt auf die Getriebeeingangswelle (N) und über das Schaltgetriebe auf die Antriebsräder wirkt. Hierdurch wird bei einem Gangwechsel eine Zugkraftunterbrechung vermieden. Der bekannte Antriebsstrang benötigt hierfür jedoch aufwendig gefertigte Hohlwellen und Verbindungen, die zum einen teuer sind und zum anderen entsprechend Bauraum beanspruchen. Offenbarung der Erfindung European Patent EP 0 986 713 B1 proposes a drive train in which between the clutch and the Manual transmission two electric motors are provided, which serve during the gear change, ie in the period in which the clutch is opened to provide a torque acting directly on the transmission input shaft (N) and via the transmission to the drive wheels. As a result, a traction interruption is avoided during a gear change. However, the known powertrain requires this elaborately manufactured hollow shafts and compounds that are expensive for one and on the other claim according to space. Disclosure of the invention
Das erfindungsgemäße Verfahren sieht vor, dass der Generator zwischen der Brennkraftmaschine und der Kupplung angeordnet und zum Synchronisieren der Drehzahl der Brennkraftmaschine mit der des Getriebes in Abhängigkeit von der Richtung des Gangwechsels angesteuert wird. Anders als bei dem bekanntenThe inventive method provides that the generator is arranged between the internal combustion engine and the clutch and is driven to synchronize the rotational speed of the internal combustion engine with that of the transmission in dependence on the direction of the gear change. Unlike the known
Verfahren ist hier also vorgesehen, dass der Generator zwischen der Kupplung und der Brennkraftmaschine angeordnet ist, sodass der Generator nicht durch Lösen beziehungsweise Öffnen der Kupplung von der Brennkraftmaschine getrennt wird. Zweckmäßigerweise ist der Rotor des Generators drehfest mit der Ausgangswelle der Brennkraftmaschine verbunden. Mittels des Generators werden somit die Drehzahl und/oder das Drehmoment der Brennkraftmaschine be- einflusst. Bei einem Gangwechsel des Schaltgetriebes ändert sich aufgrund der unterschiedlichen Übersetzungsverhältnisse der einzelnen Gänge die Eingangsdrehzahl des Schaltgetriebes, während die Ausgangsdrehzahl, also letztendlich die Drehzahl von Rädern eines Kraftfahrzeugs, gleichbleibt. Um eine plötzlicheMethod is thus provided here that the generator is arranged between the clutch and the internal combustion engine, so that the generator is not separated by loosening or opening the clutch of the internal combustion engine. Appropriately, the rotor of the generator is rotatably connected to the output shaft of the internal combustion engine. By means of the generator thus the speed and / or the torque of the internal combustion engine are influenced. With a gear change of the gearbox changes due to the different ratios of the individual gears, the input speed of the gearbox, while the output speed, ie ultimately the speed of wheels of a motor vehicle, remains the same. To a sudden
Drehzahländerung der Antriebsräder beziehungsweise der Getriebeausgangswelle bei einem Gangwechsel zu vermeiden, wird üblicherweise die Drehzahl der Brennkraftmaschine an die Eingangsdrehzahl des Getriebes angepasst beziehungsweise synchronisiert. Bisher erfolgte dies durch eine entsprechende An- Steuerung der Brennkraftmaschine, deren Reaktion jedoch aufgrund der Massenträgheit ihrer rotierenden Teile verhältnismäßig langsam ausfällt. Durch das vorteilhafte Verfahren ist es nunmehr möglich, die Zeit, die zur Synchronisierung notwendig ist, erheblich zu verkürzen, sodass auch die Zeit, in welcher die Kupplung geöffnet bleiben muss, verkürzt werden kann. Die Folge ist, dass Gang- Wechsel in kürzerer Zeit erfolgen und die Zugkraftunterbrechung für den Fahrer vermindert und der Fahrkomfort erhöht wird. Vorteilhafterweise wird bei einem hochschaltenden Gangwechsel von dem Generator ein negatives Drehmoment, insbesondere ein maximales Bremsmoment angefordert. Bei einem Hochschalten von einem niedrigen in einen höheren Gang mit einer höheren Übersetzung, die zu einer Drehzahlverringerung am Getriebeeingang führt, wird mittels des negativen Drehmoments des Generators die Brennkraftmaschine aktiv gebremst beziehungsweise deren Drehzahl verringert, sodass die Kupplung früher als bisher wieder geschlossen werden kann. Weiterhin ist vorgesehen, dass bei einem hochschaltenden Gangwechsel von dem Generator eine maximale Stromerzeugung angefordert wird. Dies entspricht indirekt der Vorgabe eines maximalen Bremsmoments für den Generator. Jedoch kommt hier der Steuerbefehl nicht direkt von einem Steuergerät des Schaltgetriebes oder der Brennkraftmaschine, sondern von einem elektrischen System beispielsweise des Kraftfahrzeugs. To avoid speed change of the drive wheels or the transmission output shaft in a gear change, usually the speed of the internal combustion engine is adapted to the input speed of the transmission or synchronized. Previously, this was done by a corresponding on-control of the internal combustion engine, whose reaction, however, due to the inertia of their rotating parts relatively slowly fails. By the advantageous method, it is now possible to shorten the time required for synchronization significantly, so that the time in which the clutch must remain open, can be shortened. The result is that gear changes take place in a shorter time and the interruption of traction for the driver is reduced and the driving comfort is increased. Advantageously, a negative torque, in particular a maximum braking torque, is requested by the generator when the gear change is upshifting. In an upshift from a low to a higher gear with a higher gear ratio, which leads to a reduction in speed at the transmission input, the internal combustion engine is actively braked by the negative torque of the generator or its speed is reduced, so that the clutch can be closed sooner than before. Furthermore, it is provided that a maximum power generation is requested from the generator when the gearshift is upshifted. This corresponds indirectly to the specification of a maximum braking torque for the generator. However, here the control command does not come directly from a control unit of the gearbox or the internal combustion engine, but of an electrical system, for example of the motor vehicle.
Vorteilhafterweise wird bei einem runterschaltenden Gangwechsel von dem Generator eine minimale Stromerzeugung angefordert, um sein auf die Brennkraftmaschine wirkendes negatives Drehmoment zu minimieren. Advantageously, a minimum power generation is requested by the generator in a downshifting gear change to minimize its negative torque acting on the internal combustion engine.
Vorteilhafterweise wird als Generator ein Kurbelwellen-Starter-Generator verwendet. Dieser kann sowohl als Elektromotor zum Antreiben des Fahrzeugs, als Generator zur Stromerzeugung und als Starter beziehungsweise Anlasser genutzt werden. Der Kurbelwellen-Starter-Generator kann somit sowohl Energie er- zeugen als auch verbrauchen. Advantageously, the generator used is a crankshaft starter generator. This can be used both as an electric motor for driving the vehicle, as a generator for generating electricity and as a starter or starter. The crankshaft starter-generator can thus both generate and consume energy.
Vorteilhafterweise wird bei einem runterschaltenden Gangwechsel von dem Kurbelwellen-Starter-Generator ein positives Drehmoment, insbesondere ein maximales Beschleunigungsmoment angefordert. Hierdurch wird die Drehzahl der Brennkraftmaschine schneller als durch eine alleinige Ansteuerung der Brennkraftmaschine erhöht und somit die Synchronisationszeit verkürzt. Advantageously, a positive torque, in particular a maximum acceleration torque, is requested by the crankshaft starter generator in the event of a downshifting gear change. As a result, the speed of the internal combustion engine is increased faster than by a sole control of the internal combustion engine and thus shortens the synchronization time.
Die erfindungsgemäße Antriebsvorrichtung zeichnet sich dadurch aus, dass der Generator zwischen der Brennkraftmaschine und der Kupplung angeordnet ist und zum Synchronisieren der Drehzahl der Brennkraftmaschine mit der des Getriebes in Abhängigkeit von der Richtung eines Gangwechsels des Getriebes an- gesteuert wird. Der Rotor des Generators ist bevorzugt drehfest mit der Ausgangswelle der Brennkraftmaschine und mit der Eingangswelle der Kupplung verbunden. Besonders bevorzugt ist der Generator auf einer die Brennkraftmaschine mit der Kupplung drehfest wirkverbindenden Welle angeordnet, die gleichzeitig die Ausgangswelle der Brennkraftmaschine und die Eingangswelle der Kupplung bildet. Hierdurch ergibt sich eine besonders kompakte und kostengünstig herstellbare Antriebsvorrichtung. The drive device according to the invention is characterized in that the generator is arranged between the internal combustion engine and the clutch and for synchronizing the rotational speed of the internal combustion engine with that of the transmission in dependence on the direction of a gear change of the transmission is controlled. The rotor of the generator is preferably non-rotatably connected to the output shaft of the internal combustion engine and connected to the input shaft of the clutch. Particularly preferably, the generator is arranged on a shaft connecting the internal combustion engine with the clutch rotatably acting shaft which simultaneously forms the output shaft of the internal combustion engine and the input shaft of the clutch. This results in a particularly compact and inexpensive to produce drive device.
Weiterhin ist vorgesehen, dass das Getriebe als automatisiertes Getriebe ausgebildet ist. Bei dem automatisierten Getriebe kann es sich sowohl um ein einfaches Automatikgetriebe als auch um ein Doppelkupplungsgetriebe handeln. Das Doppelkupplungsgetriebe hat den weiteren Vorteil, dass eine Zugkraftunterbrechung während des Gangwechsels zumindest im Wesentlichen vermieden werden kann. Natürlich kann das Schaltgetriebe auch als manuelles Schaltgetriebe ausgebildet sein, wobei dieses dann zweckmäßigerweise eine Erkennungseinrichtung aufweist, die es ermöglicht, die Richtung eines kommenden Gangwechsels abzuschätzen, sodass nach Betätigen der Kupplung in möglichst kurzer Zeit die Drehzahl der Brennkraftmaschine mittels des Generators je nach Richtung des Gangwechsels erhöht oder verringert wird. Durch ein kurzzeitiges Zuschalten des Generators während der Einregelung der sogenannten Zieldrehzahl der Brennkraftmaschine lassen sich der Schaltkomfort und insbesondere der Fahrkomfort erhöhen. Bei einem hochschaltenden Gangwechsel erzeugt der Generator ein auf die Brennkraftmaschine wirkendes Bremsmoment. Hierdurch wird der Drehzahlgradient der Brennkraftmaschine beeinflusst, der positiv durch das maximale Motormoment, negativ durch das Verlustmoment der Brennkraftmaschine und dynamisch durch die Massenträgheit der bewegten Teile der Brennkraftmaschine vor der Kupplung begrenzt ist. Furthermore, it is provided that the transmission is designed as an automated transmission. The automated transmission may be both a simple automatic transmission and a dual clutch transmission. The dual-clutch transmission has the further advantage that a traction interruption during the gear change can be at least substantially avoided. Of course, the transmission can also be designed as a manual transmission, which then expediently has a detection device that makes it possible to estimate the direction of an upcoming gear change, so after pressing the clutch in the shortest possible time, the speed of the internal combustion engine by means of the generator depending on the direction Gear change is increased or decreased. By briefly switching on the generator during the adjustment of the so-called target speed of the internal combustion engine, the shifting comfort and in particular the ride comfort can be increased. With a gearshift upshift, the generator generates a brake torque acting on the engine. As a result, the speed gradient of the internal combustion engine is influenced, which is positively limited by the maximum engine torque, negative by the torque loss of the engine and dynamically by the inertia of the moving parts of the engine before the clutch.
Ferner ist vorgesehen, dass der Generator als Kurbelwellen-Starter-Generator ausgebildet ist. Der Kurbelwellen-Starter-Generator erfüllt hierbei mehrere Funktionen als Anlasser, Generator und/oder als Elektromotor, wie oben bereits beschrieben. Bei einem runterschaltenden Gangwechsel liefert der Kurbelwellen- Starter-Generator ein zusätzliches Beschleunigungsmoment, das die Drehzahl der Brennkraftmaschine beziehungsweise den positiven Drehzahlgradienten der Brennkraftmaschine erhöht. Zweckmäßigerweise ist dem Kurbelwellen-Starter-Generator ein Steuergerät zugeordnet, mittels dessen die oben beschriebenen Funktionen per Hardware oder Software durchgeführt werden können. It is further provided that the generator is designed as a crankshaft starter generator. The crankshaft starter generator fulfills several functions as a starter, generator and / or as an electric motor, as already described above. In a downshifting gear change, the crankshaft starter generator provides an additional acceleration torque that increases the speed of the internal combustion engine or the positive speed gradient of the internal combustion engine. Appropriately, the crankshaft starter generator is associated with a control unit, by means of which the functions described above can be performed by hardware or software.
Bevorzugt erhält das Steuergerät Eingangssignale von einem der Brennkraftmaschine zugeordneten Motorsteuergerät und/oder von einem dem Getriebe zugeordneten Getriebesteuergerät. Alternativ können dem Steuergerät, dem Motorsteuergerät und dem Getriebesteuergerät Eingangssignale von einem gemeinsamen Fahrzeugführungsrechner übermittelt werden, der das Zusammenspiel der unterschiedlichen Steuergeräte koordiniert. The control unit preferably receives input signals from an engine control unit assigned to the internal combustion engine and / or from a transmission control unit assigned to the transmission. Alternatively, the control unit, the engine control unit and the transmission control unit input signals from a common vehicle control computer can be transmitted, which coordinates the interaction of the different control units.
Im Folgenden soll die Erfindung anhand von Ausführungsbeispielen näher erläutert werden. Dazu zeigen In the following, the invention will be explained in more detail with reference to exemplary embodiments. Show this
Figur 1 eine vorteilhafte Antriebsvorrichtung in einer schematischen Darstellung, 1 shows an advantageous drive device in a schematic representation,
Figuren 2A und B einen Vergleich von Drehzahlverläufen zwischen einer herkömmlichen Antriebsvorrichtung und einer vorteilhaften Antriebsvorrichtung, und FIGS. 2A and B show a comparison of rotational speeds between a conventional drive device and an advantageous drive device, and FIGS
Figuren 3A, B und C unterschiedliche Steuergerätverbindungen. Figures 3A, B and C different control unit connections.
Die Figur 1 zeigt in einer schematischen Darstellung eine vorteilhafte Antriebsvorrichtung 1 , die eine Brennkraftmaschine 2, einen Generator 3, eine Kupplung1 shows a schematic representation of an advantageous drive device 1, the internal combustion engine 2, a generator 3, a clutch
4 sowie ein Schaltgetriebe 5 umfasst. Die Brennkraftmaschine 2 ist beispielsweise als Ottomotor oder als Dieselmotor ausgebildet und weist eine Ausgangswelle 6 auf, die zu der Kupplung 4 führt und mit der Eingangsseite der Kupplung 4 drehfest verbunden ist. Die Ausgangsseite der Kupplung 4 ist wiederum drehfest mit einer Eingangswelle 7 des Schaltgetriebes 5 verbunden. Das Schaltgetriebe4 and a transmission 5 includes. The internal combustion engine 2 is designed for example as a gasoline engine or as a diesel engine and has an output shaft 6 which leads to the clutch 4 and is connected in a rotationally fixed manner to the input side of the clutch 4. The output side of the clutch 4 is in turn rotatably connected to an input shaft 7 of the gearbox 5. The manual transmission
5 kann als manuelles Schaltgetriebe oder bevorzugt als automatisiertes Schaltgetriebe 8 ausgebildet sein. Das Schaltgetriebe 5 weist eine Ausgangswelle 9 auf, die das ausgangsseitige Drehmoment und die ausgangsseitige Drehzahl des Schaltgetriebes 5 auf Antriebsräder 10 eines die Antriebsvorrichtung 1 aufweisenden, hier nicht näher dargestellten Kraftfahrzeug, überträgt. Der Generator 3 ist in dem vorliegenden Ausführungsbeispiel als Kurbelwellen- Starter-Generator 1 1 ausgebildet. Somit funktioniert der Generator 3 als Starter beziehungsweise Anlasser für die Brennkraftmaschine 2, als Generator zur Stromerzeugung und als Elektromotor zum Antreiben des Kraftfahrzeugs, je nach dem, wie der Kurbelwellen-Starter-Generator 1 1 und die Kupplung 4 angesteuert werden. Während ein Stator 12 des Generators 3 ortsfest angeordnet ist, ist ein Rotor 13 drehfest mit der Ausgangswelle 6 der Brennkraftmaschine 2 verbunden. Dazu ist der Generator 3 auf der Ausgangswelle 6 zwischen der Brennkraftmaschine 2 und der Kupplung 4 angeordnet. Der Generator 3 steht somit stets in Wirkverbindung mit der Brennkraftmaschine 2. 5 may be formed as a manual transmission or preferably as an automated manual transmission 8. The gearbox 5 has an output shaft 9, which transmits the output-side torque and the output-side rotational speed of the gearbox 5 to drive wheels 10 of a drive device 1 having, not shown motor vehicle. The generator 3 is formed in the present embodiment as a crankshaft starter generator 1 1. Thus, the generator 3 functions as a starter or starter for the internal combustion engine 2, as a generator for generating electricity and as an electric motor for driving the motor vehicle, depending on how the crankshaft starter generator 1 1 and the clutch 4 are controlled. While a stator 12 of the generator 3 is arranged stationary, a rotor 13 is rotatably connected to the output shaft 6 of the internal combustion engine 2. For this purpose, the generator 3 is arranged on the output shaft 6 between the internal combustion engine 2 and the clutch 4. The generator 3 is thus always in operative connection with the internal combustion engine. 2
Das Schaltgetriebe 5 erlaubt die Auswahl unterschiedlicher Übersetzungen in dem Antriebsstrang beziehungsweise der Antriebsvorrichtung 1 . Für einen Gangwechsel ist es bekanntermaßen erforderlich, dass die Getriebeeingangswelle 7 und die Getriebeausgangswelle 9 entsprechen dem einzustellenden Übersetzungsverhältnis synchronisiert werden. Dazu wird zu einem Gangwechsel zunächst die Kupplung 4 geöffnet, sodass die Drehzahl der Getriebeeingangswelle 7 unabhängig von der Brennkraftmaschine 2 angepasst werden kann. Bei geöffneter Kupplung 4 findet ein hochschaltender oder ein runterschaltender Gangwechsel in dem Schaltgetriebe 5 auf die bekannte Art und Weise statt. Bevor die Kupplung 4 wieder geschlossen und der Kraftschluss zwischen Brennkraftmaschine 2 und Antriebsrädern 10 hergestellt wird, wird zur Verbesserung des Fahrkomforts und des Schaltkomforts die Drehzahl der Brennkraftmaschine 2 an die zum Zielgang gehörige Drehzahl der Getriebeeingangswelle 7 angepasst. The manual transmission 5 allows the selection of different ratios in the drive train or the drive device. 1 For a gear change, it is known that the transmission input shaft 7 and the transmission output shaft 9 are synchronized with the gear ratio to be set. For this purpose, the clutch 4 is initially opened to a gear change, so that the rotational speed of the transmission input shaft 7 can be adjusted independently of the internal combustion engine 2. When the clutch 4 is open, an upshifting or a downshifting gear change takes place in the manual transmission 5 in the known manner. Before the clutch 4 is closed again and the frictional connection between the internal combustion engine 2 and drive wheels 10 is produced, the speed of the internal combustion engine 2 is adapted to the speed of the transmission input shaft 7 belonging to the target gear to improve the driving comfort and the shifting comfort.
Um die Zugkraftunterbrechung beziehungsweise die Öffnungsdauer der Kupplung 4 zu verringern und den Fahrkomfort zu erhöhen, wird vorteilhafterweise der Generator 3 zum Synchronisieren der Drehzahlen in Abhängigkeit von der Richtung des Gangwechsels angesteuert. Durch den Generator 3 kann somit ein Drehmoment auf die Getriebeausgangswelle 6 der Brennkraftmaschine 2 aufgebracht werden, welches dem Bauart bedingten Drehzahlgradienten der Brennkraftmaschine 2 beeinflusst beziehungsweise erhöht oder verringert. Im Gegensatz zu einer rein brennkraftmaschinenseitigen Regelung beziehungsweise Steuerung der Drehzahl, kann mittels des Generators 3, der als elektrische Maschine Drehmomente innerhalb kürzester Zeit zur Verfügung stellen kann, die zur Synchronisation notwendige Zeitdauer und damit die notwendige Zugkraftunterbrechung deutlich reduziert werden. In order to reduce the traction interruption or the opening duration of the clutch 4 and to increase the ride comfort, the generator 3 is advantageously controlled to synchronize the rotational speeds as a function of the direction of the gear change. By the generator 3, a torque can thus be applied to the transmission output shaft 6 of the internal combustion engine 2, which influences the design-related speed gradient of the internal combustion engine 2 or increases or decreases. In contrast to a purely internal-combustion engine-side regulation or control of the speed, by means of the generator 3, which can provide torque as electrical machine within a very short time available, the Synchronization necessary time duration and thus the necessary interruption of traction can be significantly reduced.
Die Figuren 2A und 2B zeigen hierzu beispielhaft einen Vergleich zwischen der Synchronisationsdauer nach dem Stand der Technik (Figur 2A) und gemäß der vorliegenden vorteilhaften Antriebsvorrichtung 1 (Figur 2B). Dazu zeigen die Figuren 2A und 2B jeweils zwei übereinanderliegende Diagramme mit parallel verlaufenden Zeitachsen t, über die einmal das Drehmoment MD B der Brennkraftmaschine 2 und im anderen Fall die Drehzahlen der Getriebeausgangswelle 6 der Brennkraftmaschine 2 dargestellt sind. By way of example, FIGS. 2A and 2B show a comparison between the synchronization duration according to the prior art (FIG. 2A) and according to the present advantageous drive device 1 (FIG. 2B). For this purpose, Figures 2A and 2B show two superimposed diagrams with parallel time axes t, over which once the torque M DB of the internal combustion engine 2 and in the other case, the rotational speeds of the transmission output shaft 6 of the internal combustion engine 2 are shown.
Zu einem Zeitpunkt ΤΊ wird jeweils ein hochschaltender Gangwechsel eingeleitet, wozu die Kupplung 4 geöffnet und das Drehmoment MD B der Brennkraftmaschine 2 zum Anpassen auf die Drehzahl der Getriebeeingangswelle 7 entsprechend dem einzulegenden höheren Gang verringert wird. Bei Erreichen der entsprechenden Drehzahl, also bei erfolgter Synchronisation, wird zu einem Zeitpunkt T2 die Kupplung 4 geschlossen und das Drehmoment MD der Brennkraftmaschine 2 wieder erhöht. At a time ΤΊ an upshifting gear change is initiated in each case, for which purpose the clutch 4 is opened and the torque M DB of the internal combustion engine 2 is reduced to adapt to the rotational speed of the transmission input shaft 7 corresponding to the higher gear to be engaged. Upon reaching the corresponding speed, ie when synchronization, at a time T 2, the clutch 4 is closed and the torque M D of the internal combustion engine 2 increases again.
Wie aus der Figur 2B deutlich hervorgeht, wird durch entsprechendes Ansteuern des Generators 3 die Synchronisationszeit At = T2 - ΤΊ deutlich verringert. In dem vorliegenden Fall wird dazu von dem Generator 3 ein maximales Bremsmoment beziehungsweise ein maximales negatives Drehmoment angefordert. Die einer dem Generator 3 innewohnende schnelle Reaktionszeit, wie durch das in der Figur 2B zusätzlich eingezeichnete Drehmoment MD G des Generators 3 dargestellt, verkürzt die Synchronisationsdauer At deutlich, wodurch der Fahrkomfort beziehungsweise Schaltkomfort erhöht wird. As can be clearly seen from FIG. 2B, the synchronization time At = T 2 -ΤΊ is significantly reduced by appropriate activation of the generator 3. In the present case, a maximum braking torque or a maximum negative torque is requested from the generator 3. The one of the generator 3 inherent fast response time, as shown by the additionally drawn in Figure 2B torque M DG of the generator 3, significantly reduces the synchronization period At, whereby the ride comfort or shifting comfort is increased.
Während bei einem hochschaltenden Gangwechsel durch den Generator 3 ein negatives Drehmoment erzeugt wird, wird vorteilhafterweise bei einem Runterschalten durch den Generator 3 ein zusätzliches Beschleunigungsmoment beziehungsweise ein positives Drehmoment erzeugt. While a negative torque is generated by the generator 3 in the case of an upshifting gearshift, an additional acceleration torque or a positive torque is advantageously generated when the generator 3 is downshifted.
Die Figuren 3A bis 3C zeigen unterschiedliche Ansteuermöglichkeiten der An- triebsvorrichtung 1 . Gemäß Figur 3A wird ein dem Generator 3 zugeordnetes Steuergerät 14 durch ein Motorsteuergerät 15 angesteuert, welches wiederum von einem Getriebesteuergerät 16 Befehle erhält. FIGS. 3A to 3C show different drive possibilities of the drive device 1. According to Figure 3A, a generator 3 associated Control unit 14 is controlled by an engine control unit 15, which in turn receives commands from a transmission control unit 16.
Gemäß der Figur 3B erhält das Steuergerät 14 Befehle gleichzeitig von dem Mo- torsteuergerät 16 und dem Getriebesteuergerät 15. According to FIG. 3B, the control unit 14 receives commands simultaneously from the engine control unit 16 and the transmission control unit 15.
Gemäß der dritten Möglichkeit erhalten das Steuergerät 14, das Getriebesteuergerät 15 und das Motorsteuergerät 16 Befehle von einem gemeinsamen Fahrzeugführungsrechner 17, der das Zusammenspiel der Steuergeräte 14, 15 und 16 koordiniert. According to the third possibility, the control unit 14, the transmission control unit 15 and the engine control unit 16 receive commands from a common vehicle management computer 17, which coordinates the interaction of the control units 14, 15 and 16.
In der Regel erfolgt bei derzeitigen Fahrzeugen die Steuerung der Brennkraftmaschine 2 durch das Motorsteuergerät 15, welches das Steuergerät 14 und damit den Generator 3 ansteuert, um die Brennkraftmaschine 2 zu starten. Während des Fahrbetriebs steuert das Motorsteuergerät 15 über das Steuergerät 14 denAs a rule, in the case of current vehicles, the control of the internal combustion engine 2 is carried out by the engine control unit 15, which activates the control unit 14 and thus the generator 3 in order to start the internal combustion engine 2. During the driving operation, the engine control unit 15 controls via the control unit 14
Generator 3 auf eine intelligente Art und Weise an, um möglichst effizient und bedarfsgerecht Strom zu erzeugen und je nach Konzept auch gespeicherte Energie wieder in Antriebsdrehmoment umzuwandeln. Löst ein Fahrer oder das Getriebesteuergerät 16 einen hochschaltenden Gangwechsel aus, erfolgt vom Getriebesteuergerät 16 die Anforderung, die Kupplung 4 zu öffnen, an Aktuatoren des Getriebes 5 den Zielgang einzulegen, und an das Motorsteuergerät 15 das Drehmoment MD B zu reduzieren, da ansonsten die Drehzahl der Brennkraftmaschine 2 beim Öffnen der Kupplung 4 ungewollt start ansteigen würde. Ist die Kupplung 4 geöffnet und dadurch der Kraftschluss unterbrochen, muss die Drehzahl der Brennkraftmaschine 2, wie oben beschrieben, auf die Zieldrehzahl im nächsten Gang verringert werden. Generator 3 in an intelligent manner, in order to generate electricity as efficiently and as needed and, depending on the concept, also to convert stored energy back into drive torque. If a driver or the transmission control unit 16 triggers an upshifting gear change, the transmission control unit 16 initiates the request to open the clutch 4, to engage the target gear on actuators of the transmission 5, and to reduce the torque M DB to the engine control unit 15, otherwise the rotational speed the internal combustion engine 2 would start unintentionally start when opening the clutch 4. If the clutch 4 is open, and thus the adhesion is interrupted, the speed of the internal combustion engine 2, as described above, must be reduced to the target speed in the next gear.
Üblicherweise wird durch eine Spätverstellung des Zündwinkels und/oder eine Unterbrechung der Kraftstoff-Einspritzung das Verlustmoment der Brennkraftmaschine 2 erhöht, um die Änderung ihrer Drehzahl zu beschleunigen. Aufgrund der Massenträgheit der bewegten Teile der Brennkraftmaschine 2 ist jedoch die Dauer bis zum Erreichen der Zieldrehzahl physikalisch vorgegeben. Erhält das Motorsteuergerät 15 von dem Getriebesteuergerät 16 die Synchronisationsdrehzahl und -zeit, die für den Gangwechsel notwendig ist, kann das Mo- torsteuergerät daraus auch die Höhe und Dauer des zusätzlich angeforderten Drehmoments für den Generator 3 beziehungsweise den Kurbelwellen-Starter- Generator 1 1 berechnen und anfordern. Die Höhe des angeforderten Drehmoments kann natürlich dynamisch während des Gangwechsels abhängig von der aktuellen Drehzahl der Brennkraftmaschine 2 gebildet werden. Es ist auch denkbar, dass von dem Getriebesteuergerät 16 ein kleineres Drehmoment als das maximale Verlustmoment der Brennkraftmaschine 2 angefordert wird. Die Umsetzung beziehungsweise Aufteilung dieser Anforderung auf den Kurbelwellen- Starter-Generator 1 1 und die Brennkraftmaschine 2 kann im Getriebesteuergerät oder im Motorsteuergerät erfolgen. Dem Getriebesteuergerät 16 sind die minimal und maximal stellbaren Drehmomente über einen Datenaustausch vom Motorsteuergerät zweckmäßigerweise bekannt. Usually, by a retardation of the ignition angle and / or an interruption of the fuel injection, the loss torque of the internal combustion engine 2 is increased to accelerate the change in their speed. Due to the inertia of the moving parts of the internal combustion engine 2, however, the duration is physically predetermined until reaching the target speed. If the engine control unit 15 receives from the transmission control unit 16 the synchronization speed and time necessary for the gear change, the engine Torsteuergerät also calculate the amount and duration of the additional requested torque for the generator 3 and the crankshaft starter generator 1 1 and request. Of course, the amount of requested torque may be dynamically formed during the gear change depending on the current speed of the engine 2. It is also conceivable that a smaller torque than the maximum loss torque of the internal combustion engine 2 is requested by the transmission control unit 16. The implementation or distribution of this requirement on the crankshaft starter-generator 1 1 and the internal combustion engine 2 can be done in the transmission control unit or in the engine control unit. The transmission control unit 16, the minimum and maximum adjustable torques via a data exchange from the engine control unit expediently known.
Ist der Gangwechsel vollzogen, fordert das Getriebesteuergerät 16 wieder einen Anstieg des Drehmoments MD an der Ausgangswelle 6 der Brennkraftmaschine 2If the gear change is completed, the transmission control unit 16 again requests an increase in the torque M D on the output shaft 6 of the internal combustion engine 2
(Kurbelwelle). Den Verlauf des ansteigenden Drehmoments MD gibt das Getriebesteuergerät 16 vor. Bei diesem Aufbau des Drehmoments MD kann der Kurbelwellen-Starter-Generator 1 1 wieder unterstützend mithelfen. Bei einem runterschaltenden Gangwechsel muss die Drehzahl der Brennkraftmaschine 2 während der geöffneten Kupplung 4 erhöht werden. Dabei wirkt das maximal stellbare innere Moment der Brennkraftmaschine 2 als begrenzende Größe. Dadurch ist der Drehzahlgradient bei gegebener Massenträgheit der rotierenden Teile der Brennkraftmaschine 2 begrenzt. Erfolgt die Momentenerhö- hungsanforderung des Getriebesteuergeräts 16 in einem Betriebspunkt der(Crankshaft). The course of the increasing torque M D is the transmission control unit 16 before. In this construction of the torque M D , the crankshaft starter generator 1 1 help again support. In a downshifting gear change, the speed of the internal combustion engine 2 during the open clutch 4 must be increased. In this case, the maximum adjustable internal torque of the internal combustion engine 2 acts as a limiting factor. As a result, the rotational speed gradient is limited for a given mass inertia of the rotating parts of the internal combustion engine 2. If the torque increase request of the transmission control unit 16 occurs at an operating point of the
Brennkraftmaschine 2, in dem die Drosselklappe nur geringfügig geöffnet ist (zum Beispiel im Schubbetrieb), liegt das maximale Drehmoment der Brennkraftmaschine 2 erst nach einer gewissen Verzögerung an. Aufgrund des verhältnismäßig langsamen Luftpfads der Brennkraftmaschine 2 dauert der Aufbau des Drehmoments relativ zur Synchronisationszeit der Getriebeschaltung sehr lange. Erfolgt in diesem Fall die Unterstützung mittels des Kurbelwellen-Starter- Generators 1 1 , kann die Zieldrehzahl deutlich schneller eingestellt werden. Dazu fordert das Motorsteuergerät 15 vom Steuergerät 14 während der Getriebeschaltung zusätzlich ein positives Drehmoment an. Wie zuvor beschrieben, kann der Verlauf der Drehmomentanforderung vom Motorsteuergerät geformt werden.Internal combustion engine 2, in which the throttle valve is only slightly open (for example, in overrun mode), the maximum torque of the internal combustion engine 2 is only after a certain delay. Due to the relatively slow air path of the internal combustion engine 2, the build-up of the torque takes a long time relative to the synchronization time of the transmission circuit. If in this case the assistance by means of the crankshaft starter generator 1 1, the target speed can be set much faster. For this purpose, the engine control unit 15 additionally requests a positive torque from the control unit 14 during the transmission circuit. As described above, the history of the torque request may be formed by the engine control unit.
Ebenfalls kann alternativ das zusätzliche Drehmoment durch das Getriebesteu- ergerät 16 von beiden Einheiten, Motorsteuergerät 15 und Steuergerät 14 des Generators 3, angefordert werden. Bevorzugt ist das Steuergerät 14 in den Generator 3 integriert ausgebildet. Alternatively, the additional torque may be provided by the transmission control unit. ergerät 16 of both units, engine control unit 15 and control unit 14 of the generator 3, are requested. Preferably, the control unit 14 is integrally formed in the generator 3.
Anstelle eines Drehmoments kann vom Motorsteuergerät 15 oder, wenn vorhanden, vom Getriebesteuergerät 16 die Zieldrehzahl an das Steuergerät 14 des Kurbelwellen-Starter-Generators 1 1 übertragen werden. Das Steuergerät 14 und/oder der Kurbelwellen-Starter-Generator 1 1 verfügen in der Regel neben einer Momentenschnittstelle auch über eine Drehzahlschnittstelle. Wird diese genutzt, ist jedoch darauf zu achten, dass der Regler im Motorsteuergerät 15 und im Steuergerät 14 sich nicht gegenseitig aufschaukeln. Hierzu sind entsprechende Vorkehrungen, wie zum Beispiel unterschiedliche Arten von Reglern (PID- und P-Regler), zu treffen. Instead of a torque can be transmitted from the engine control unit 15 or, if present, the transmission control unit 16, the target speed to the control unit 14 of the crankshaft starter-generator 1 1. The control unit 14 and / or the crankshaft starter generator 1 1 usually have in addition to a torque interface and a speed interface. If this is used, however, care must be taken to ensure that the controller in the engine control unit 15 and in the control unit 14 do not swell each other. For this purpose, appropriate precautions, such as different types of controllers (PID and P controller) to make.
Optional kann die Funktionalität auch über einen Sport-Modus, oder ähnliche kundenspezifische Funktionalitäten, aktivierbar und/oder unterschiedlich stark ausgeprägt sein beziehungsweise werden. Optionally, the functionality can also be via a sport mode, or similar custom functionalities, activatable and / or differently pronounced or become.
Ist im Fahrzeug kein Kurbelwellen-Starter-Generator 1 1 , sondern ein sogenannter Schnittstellengenerator vorgesehen, also eine rein generatorisch arbeitende elektrische Maschine, so kann dieser ebenfalls bei einem Gangwechsel intelligent eingesetzt werden. Hierbei kann über eine externe Schnittstelle die Last des Generators 3 von einem anderen Steuergerät angefordert werden. Das bedeutet, dass der erzeugte Strom kontinuierlich variiert werden kann, wodurch sich das Verlustmoment der Brennkraftmaschine 2 entsprechend ändert. So kann bei einer Hochschaltung der Schnittstellengenerator kurzzeitig durch Erzeugen des maximal möglichen Stroms auch das Verlustmoment an der Kupplung 4 erhöhen beziehungsweise die Drehzahl der Brennkraftmaschine 2 beschleunigt verringern. Bei einem runterschaltenden Gangwechsel wird kurzzeitig die minimale Stromerzeugung angefordert. Damit ist das Verlustmoment beziehungsweise das durch den Generator beaufschlagte Bremsmoment niedriger beziehungsweise minimal und die Brennkraftmaschine 2 kann schneller die höhere Zieldrehzahl erreichen. Is in the vehicle no crankshaft starter generator 1 1, but a so-called interface generator provided, so a purely regenerative electric machine, so it can also be used intelligently in a gear change. In this case, the load of the generator 3 can be requested from another controller via an external interface. This means that the generated current can be varied continuously, whereby the loss torque of the internal combustion engine 2 changes accordingly. Thus, in the case of an upshift, the interface generator can also temporarily increase the loss torque at the clutch 4 or accelerate the speed of the internal combustion engine 2 by generating the maximum possible current. With a downshifting gear change, the minimum power generation is requested for a short time. Thus, the loss torque or the applied by the generator braking torque is lower or minimum and the engine 2 can reach the higher target speed faster.

Claims

Ansprüche claims
1 . Verfahren zum Betreiben einer Antriebsvorrichtung, insbesondere eines Kraftfahrzeugs, mit wenigstens einer Brennkraftmaschine und einem Schaltgetriebe, die mittels einer Kupplung miteinander wirkverbindbar sind, und mit einem von der Brennkraftmaschine antreibbaren Generator, wobei die Kupplung für einen Gangwechsel des Schaltgetriebes geöffnet wird, dadurch gekennzeichnet, dass der Generator zwischen der Brennkraftmaschine und der Kupplung angeordnet und zum Synchronisieren der Drehzahl der Brennkraftmaschine mit der des Getriebes in Abhängigkeit von der Richtung des Gangwechsels angesteuert wird. 1 . Method for operating a drive device, in particular a motor vehicle, with at least one internal combustion engine and a manual transmission, which are operatively connected to each other by means of a clutch, and with a drivable by the internal combustion engine generator, wherein the clutch is opened for a gear change of the gearbox, characterized in that the generator is arranged between the internal combustion engine and the clutch and is controlled to synchronize the rotational speed of the internal combustion engine with that of the transmission in dependence on the direction of the gear change.
2. Verfahren nach Anspruch 1 , dadurch gekennzeichnet, dass bei einem 2. The method according to claim 1, characterized in that at a
hochschaltenden Gangwechsel von dem Generator ein negatives Drehmoment, insbesondere ein maximales Bremsmoment angefordert wird.  upshifting gear change of the generator a negative torque, in particular a maximum braking torque is requested.
3. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass von dem Generator eine maximale Stromerzeugung angefordert wird. 3. The method according to any one of the preceding claims, characterized in that a maximum power generation is requested by the generator.
4. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass bei einem runterschaltenden Gangwechsel von dem Generator eine minimale Stromerzeugung angefordert wird. 4. The method according to any one of the preceding claims, characterized in that at a downshifting gear change from the generator, a minimum power generation is requested.
5. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass als Generator ein Kurbelwellen-Starter-Generator verwendet wird. 5. The method according to any one of the preceding claims, characterized in that a crankshaft starter generator is used as the generator.
6. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass bei einem runterschaltenden Gangwechsel von dem Generator ein positives Drehmoment, insbesondere ein maximales Beschleunigungsmoment angefordert wird. Antriebsvorrichtung (1 ) für Kraftfahrzeuge, insbesondere zur Durchführung des Verfahrens nach einem oder mehreren der vorhergehenden Ansprüche, mit wenigstens einer Brennkraftmaschine (2) und einem Schaltgetriebe (5), die mittels einer Kupplung (4) miteinander wirkverbind bar sind, und mit einem von der Brennkraftmaschine (2) antreibbaren Generator (3, 1 1 ), dadurch gekennzeichnet, dass der Generator (3, 1 1 ) zwischen der Brennkraftmaschine (2) und der Kupplung (4) angeordnet ist und zum Synchronisieren der Drehzahl der Brennkraftmaschine (2) mit der des Getriebes (5) in Abhängigkeit von der Richtung eines Gangwechsels des Getriebes (5) angesteuert wird. 6. The method according to any one of the preceding claims, characterized in that at a downshifting gear change of the generator, a positive torque, in particular a maximum acceleration torque is requested. Drive device (1) for motor vehicles, in particular for carrying out the method according to one or more of the preceding claims, with at least one internal combustion engine (2) and a manual transmission (5) by means of a coupling (4) with each other wirkverbind bar, and with one of the internal combustion engine (2) drivable generator (3, 1 1), characterized in that the generator (3, 1 1) between the internal combustion engine (2) and the clutch (4) is arranged and for synchronizing the rotational speed of the internal combustion engine (2) with the of the transmission (5) in response to the direction of a gear change of the transmission (5) is driven.
Antriebsvorrichtung nach Anspruch 7, dadurch gekennzeichnet, dass das Getriebe als automatisiertes Schaltgetriebe (8) ausgebildet ist. Drive device according to claim 7, characterized in that the transmission is designed as an automated manual transmission (8).
Antriebsvorrichtung nach einem der Ansprüche 7 oder 8, dadurch gekennzeichnet, dass der Generator (3) als Kurbelwellen-Starter-Generator (1 1 ) ausgebildet ist. Drive device according to one of claims 7 or 8, characterized in that the generator (3) as a crankshaft starter generator (1 1) is formed.
Antriebsvorrichtung nach einem der Ansprüche 7 bis 9, dadurch gekennzeichnet, dass dem Kurbelwellen-Starter-Generator (1 1 ) ein Steuergerät (14) zugeordnet ist. Drive device according to one of claims 7 to 9, characterized in that the crankshaft starter-generator (1 1) is assigned a control device (14).
Antriebsvorrichtung nach einem der Ansprüche 7 bis 10, dadurch gekennzeichnet, dass das Steuergerät (14) Eingangssignale von einem der Brennkraftmaschine (2) zugeordneten Motorsteuergerät (15) und/oder von einem dem Schaltgetriebe (5) zugeordneten Getriebesteuergerät (16) erhält. Drive device according to one of Claims 7 to 10, characterized in that the control unit (14) receives input signals from an engine control unit (15) assigned to the internal combustion engine (2) and / or from a transmission control unit (16) assigned to the manual transmission (5).
PCT/EP2010/061600 2009-10-08 2010-08-10 Method for operating a drive device and a drive device WO2011042236A1 (en)

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