WO2015043596A1 - Verfahren zur vermeidung einer sicherheitskritischen betätigung einer trennkupplung in einem hybridmodul eines antriebsstranges eines kraftfahrzeuges - Google Patents

Verfahren zur vermeidung einer sicherheitskritischen betätigung einer trennkupplung in einem hybridmodul eines antriebsstranges eines kraftfahrzeuges Download PDF

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Publication number
WO2015043596A1
WO2015043596A1 PCT/DE2014/200495 DE2014200495W WO2015043596A1 WO 2015043596 A1 WO2015043596 A1 WO 2015043596A1 DE 2014200495 W DE2014200495 W DE 2014200495W WO 2015043596 A1 WO2015043596 A1 WO 2015043596A1
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WO
WIPO (PCT)
Prior art keywords
clutch
vehicle
critical
motor vehicle
safety
Prior art date
Application number
PCT/DE2014/200495
Other languages
English (en)
French (fr)
Inventor
Volker Küss
Martin Dilzer
Original Assignee
Schaeffler Technologies AG & Co. KG
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 Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to CN201480052043.2A priority Critical patent/CN105593087B/zh
Priority to KR1020167007533A priority patent/KR102269777B1/ko
Priority to US15/024,533 priority patent/US9920797B2/en
Priority to JP2016517358A priority patent/JP2016540666A/ja
Priority to DE112014004481.4T priority patent/DE112014004481A5/de
Publication of WO2015043596A1 publication Critical patent/WO2015043596A1/de

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/10—Preventing unintentional or unsafe engagement
    • 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
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, skidding of wheels
    • B60K28/165—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, skidding of wheels acting on elements of the vehicle drive train other than the propulsion unit and brakes, e.g. transmission, clutch, differential
    • 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
    • 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
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching 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
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/068—Road friction coefficient
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/109—Lateral acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • 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
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2710/00—Output or target parameters relating to a particular sub-units
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/027—Clutch torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60Y2300/182—Selecting between different operative modes, e.g. comfort and performance modes
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/60—Control of electric machines, e.g. problems related to electric motors or generators
    • B60Y2300/63—Starter motor mode
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
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    • B60Y2400/42—Clutches or brakes
    • B60Y2400/424—Friction clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/106—Engine
    • F16D2500/1066—Hybrid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
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    • F16D2500/30—Signal inputs
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16D2500/3121—Ambient conditions, e.g. air humidity, air temperature, ambient pressure
    • F16D2500/3122—Ambient temperature
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    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50287—Torque control
    • F16D2500/5029—Reducing drag torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5104—Preventing failures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5114—Failsafe
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/702—Look-up tables
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/912—Drive line clutch
    • Y10S903/914—Actuated, e.g. engaged or disengaged by electrical, hydraulic or mechanical means
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/946—Characterized by control of driveline clutch

Definitions

  • the invention relates to a method for avoiding a safety-critical operation of a disconnect clutch in a hybrid module of a drive train of a motor vehicle, wherein the hybrid module between the engine and transmission is effective and has an electric drive, the disconnect clutch and a freewheel, and the clutch for starting the engine by the Transmission of a torque supplied by the electric drive or the drive train is used by a frictional connection with the electric drive or the drive train or for disconnecting the internal combustion engine from the drive train for a purely electric driving.
  • a hybrid module for a drive train of a vehicle is known.
  • the hybrid module is arranged between the internal combustion engine and the transmission and has an electric drive, a disconnect clutch and a freewheel, wherein the disconnect clutch and the freewheel are provided parallel to each other for torque transmission from the engine to the transmission.
  • the freewheel transmits the torque coming from the internal combustion engine in the direction of the transmission and opens with oppositely directed torque, so that the vehicle is either driven by the internal combustion engine or the electric drive or combined by both simultaneously.
  • the separating clutch has the task to start the engine by transmitting the torque supplied by the electric drive or the drive train by frictional connection of internal combustion engine and electric drive or powertrain or decouple the engine from the drive train to operate the vehicle purely electrically or To transmit combustion engine traction and thrust moments in hybrid driving mode.
  • a change from electric to hybrid driving thus requires closing the disconnect clutch to start the engine.
  • This disturbance torque can cause safety-critical scenarios of the motor vehicle under certain environmental influences.
  • the invention is thus based on the object of specifying a method for avoiding a safety-critical actuation of a separating clutch in a hybrid module of a motor vehicle.
  • a critical disturbance torque of the separating clutch is set to set a safety distance of the open separating clutch to be maintained as a function of environmental conditions of the motor vehicle and / or vehicle boundary conditions.
  • the distance between the friction linings, taking into account the release travel when the separating clutch is open, should be understood as the safe distance of the open clutch.
  • the safety margin is greater due to lower, tolerable disturbance torques, whereas under better environmental conditions the safety distance due to larger, tolerable disturbance torques is set smaller. Because of this indirect relationship between disturbance torque and safety distance, the highest possible system dynamics and safety is ensured in every situation of the driving operation of the motor vehicle. In this case, the motor vehicle system does not generally have to be operated in an over-secure area that covers all imaginable cases, but still offers the highest possible system dynamics, system availability and system security.
  • the critical disturbance torque is determined as a function of a coefficient of friction of the vehicle wheels.
  • the coefficient of friction changes, so that the disturbance torque is changed depending on different coefficients of friction to prevent safety-critical operation of the separating clutch, as a differentiated power transmission of the tires occurs on the road.
  • the coefficient of friction for a range of an outside temperature of the motor vehicle is designed as a constant.
  • a coefficient of friction, for example, at an outside temperature ⁇ 3 ° C and an outside temperature of> 3 ° C are set to classify the power transmission between the tire and the road.
  • the critical disturbance torque is determined as a function of a transverse acceleration of the motor vehicle.
  • the dependence of the tolerable disturbance torque of the sizes Road coefficient, gear ratio and driving speed or the related lateral acceleration considered in order to ensure vehicle safety.
  • Such dynamic driving measures are initiated when exceeding the critical disturbance torque by the predetermined torque to ensure vehicle safety.
  • Such dynamic driving measures may be, for example, the engagement of a higher gear or the separation of the drive train from the internal combustion engine before the start of the engine or an avoidance of the start of the engine after falling below a transverse acceleration limit to be defined.
  • information about the environmental conditions and / or the vehicle boundary conditions is provided via a communication line of the motor vehicle.
  • the data provided by sensors which are present in the motor vehicle are also used to prevent a safety-critical actuation of the separating clutch.
  • the safety distance of the open clutch in knowledge of a clutch characteristic is set in accordance with the information about the environmental conditions and / or the vehicle boundary conditions.
  • the consideration of a coupling dynamic occurring in the event of a fault takes place, which improves the accuracy of the safety distance to be set.
  • FIG. 1 shows a schematic representation of a drive train of a motor vehicle with a hybrid module
  • FIG. 2 Overview of critical disturbance torques as a function of the friction adhesion, the gear and the vehicle speed.
  • FIG. 1 schematically shows a drive train of a motor vehicle with an internal combustion engine 1, a vibration damper 3 connected to a crankshaft 2 of the internal combustion engine 1, a hybrid module 4 with freewheel 5 and separating clutch 6, as well as rotor 7 and stator 8 of an electric drive, a transmission 9 , a differential 10 and not shown in detail wheels.
  • the freewheel 5 transmits torque transmission from the engine 1 to the transmission 9 and opens at torque flow direction from the transmission 9 on the internal combustion engine 1. Torques from the transmission 9 in the direction of the internal combustion engine. 1 are transferable with the clutch closed. This concerns in particular the starting of the internal combustion engine 1 from the electric driving and the transmission of the thrust torque in the case of a full battery.
  • the disconnect clutch 6 In internal combustion engine operation of the drive train, the disconnect clutch 6 remains closed so that it transmits, in accordance with its applied torque transmission capacity, the transmittable torque from the internal combustion engine 1 proportionally together with the freewheel.
  • the function of the separating clutch 6 is controlled by a control unit 1 1, which is connected to a higher-level vehicle control unit 12.
  • the control unit 1 1 and the vehicle control unit 12 are connected via a vehicle communication line, preferably a Can bus 15, to each other and to the sensors 13 and the driver assistance systems 14.
  • FIG. 2 shows an overview of the critical disturbance torques as a function of the coefficient of friction, the gear and the vehicle speed.
  • the control unit 1 1 controls the separating clutch 6 in such a way that a predetermined safety distance of the open clutch is determined as a function of the environmental conditions or of the vehicle boundary conditions.
  • a critical disturbance torque M kri t is determined, which is determined as follows.
  • M crit rriv * + ME machine (1)
  • the critical disturbance torque M crit is set correspondingly as a function of these ambient conditions or vehicle boundary conditions. If the predetermined torque request of the superordinate vehicle control unit 12 exceeds the determined critical disturbance torque M crit, measures for stabilizing the driving operation are taken, such as an upshift into a higher gear or the disconnection of the drive train from the internal combustion engine 1 or avoiding the start of the internal combustion engine 1 Below a defined lateral acceleration limit. This prevents safety-critical driving conditions.
  • the start of the internal combustion engine 1 can be carried out as a function of the temperature in order to avoid safety-related wheel slip.
  • the critical disturbances M crit then form as a function of the coefficient of friction or of the engaged gear and of the driving speed almost independently as horizontal lines (FIG. 2).
  • the coefficient of friction ⁇ is increased to about 0.7, which allows tolerable disturbance torques of up to about 150 Nm.
  • a necessary safety distance of the open disconnect clutch 6 to be maintained can be defined as a function of the required fault tolerance time. In poorer environmental conditions, therefore, the safety margin must be greater due to the lower tolerable disturbance torques. From this situation result depending on the environmental conditions, different safety distances, which serve on the one hand, the functional safety and the possible availability of the system.
  • the clutch characteristic curve depending on further recorded information (eg possible smoothing temperature) at an external temperature of ⁇ 3 ° C and / or by existing Driver assistance systems measured lateral acceleration in combination with the total system dependent fault tolerance time of the safety margin can be defined.

Abstract

Die Erfindung betrifft ein Verfahren zur Vermeidung einer sicherheitskritischen Betätigung einer Trennkupplung in einem Hybridmodul eines Antriebsstranges eines Kraftfahrzeuges, wobei das Hybridmodul zwischen Verbrennungsmotor und Getriebe wirksam ist und einen elektrischen Antrieb, die Trennkupplung und einen Freilauf aufweist, und die Trennkupplung zum Start des Verbrennungsmotors durch die Übertragung eines von dem elektrischen Antrieb oder dem Antriebsstrang gelieferten Drehmomentes durch eine kraftschlüssige Verbindung mit dem elektrischen Antrieb oder dem Antriebsstrang oder zum Abkoppeln des Verbrennungsmotors vom Antriebsstrang für ein rein elektrischen Fahren verwendet wird. Bei einem Verfahren zur Vermeidung einer sicherheitskritischen Betätigung einer Trennkupplung in einem Hybridmodul, bei welchem sicherheitskritische Fahrsituationen zuverlässig unterbunden werden, wird ein kritisches Störmoment der Trennkupplung zur Einstellung eines vorzuhaltenden Sicherheitsabstandes der offenen Trennkupplung in Abhängigkeit von Umgebungsbedingungen des Kraftfahrzeuges und/oder Fahrzeugrandbedingungen eingestellt.

Description

Verfahren zur Vermeidung einer sicherheitskritischen Betätigung einer Trennkupplung in einem Hvbridmodul eines Antriebsstranges eines Kraftfahrzeuges
Die Erfindung betrifft ein Verfahren zur Vermeidung einer sicherheitskritischen Betätigung einer Trennkupplung in einem Hybridmodul eines Antriebsstranges eines Kraftfahrzeuges, wobei das Hybridmodul zwischen Verbrennungsmotor und Getriebe wirksam ist und einen elektrischen Antrieb, die Trennkupplung und einen Freilauf aufweist, und die Trennkupplung zum Start des Verbrennungsmotors durch die Übertragung eines von dem elektrischen Antrieb oder dem Antriebsstrang gelieferten Drehmomentes durch eine kraftschlüssige Verbindung mit dem elektrischen Antrieb oder dem Antriebsstrang oder zum Abkoppeln des Verbrennungsmotors vom Antriebsstrang für ein rein elektrischen Fahren verwendet wird.
Aus der DE 10 2012 206 680 A1 ist ein Hybridmodul für einen Triebstrang eines Fahrzeuges bekannt. Das Hybridmodul ist zwischen dem Verbrennungsmotor und dem Getriebe angeordnet und weist einen elektrischen Antrieb, eine Trennkupplung und einen Freilauf auf, wobei die Trennkupplung und der Freilauf parallel zueinander jeweils zur Drehmomentübertragung vom Verbrennungsmotor in Richtung Getriebe vorgesehen sind. Der Freilauf überträgt das Drehmoment vom Verbrennungsmotor kommend in Richtung Getriebe und öffnet bei entgegengesetzt gerichtetem Drehmoment, so dass das Fahrzeug wahlweise durch den Verbrennungsmotor oder den elektrischen Antrieb oder kombiniert gleichzeitig durch beide antreibbar ist. Die Trennkupplung hat dabei die Aufgaben, den Verbrennungsmotor durch Übertragung des von dem elektrischen Antrieb bzw. dem Antriebsstrang gelieferten Drehmoments durch kraftschlüssiges Verbinden von Verbrennungskraftmaschine und elektrischem Antrieb bzw. Antriebsstrang zu starten oder den Verbrennungsmotor vom Antriebsstrang abzukoppeln, um das Kraftfahrzeug rein elektrisch zu betreiben oder Verbrennungsmotorzug- und - schubmomente im hybridischen Fahrbetrieb zu übertragen.
Ein Wechsel vom elektrischen zum hybridischen Fahrbetrieb erfordert somit das Schließen der Trennkupplung, um den Verbrennungsmotor zu starten. Insbesondere beim Start bzw. Widerstart über die kinetische Energie des drehenden Antriebsstranges kommt es durch das Schließen der Trennkupplung und die damit verbundene Beschleunigung des stehenden Verbrennungsmotors zu einem entsprechenden Bremsmoment, welches im Weiteren als Störmoment bezeichnet werden soll. Dieses Störmoment kann unter bestimmten Umgebungseinflüssen sicherheitskritische Szenarien des Kraftfahrzeuges hervorrufen. Der Erfindung liegt somit die Aufgabe zugrunde, ein Verfahren zur Vermeidung einer sicherheitskritischen Betätigung einer Trennkupplung in einem Hybridmodul eines Kraftfahrzeuges anzugeben.
Erfindungsgemäß wird die Aufgabe dadurch gelöst, dass ein kritisches Störmoment der Trennkupplung zur Einstellung eines vorzuhaltenden Sicherheitsabstandes der offenen Trennkupplung in Abhängigkeit von Umgebungsbedingungen des Kraftfahrzeuges und/oder Fahrzeugrandbedingungen eingestellt wird. Unter dem Sicherheitsabstand der offenen Kupplung soll dabei der Abstand der Reibbeläge unter Berücksichtigung des Ausrückweges bei geöffneter Trennkupplung verstanden werden. Bei schlechten Umgebungsbedingungen ist der Sicherheitsabstand durch geringere, zu tolerierende Störmomente größer, wohingegen bei besseren Umgebungsbedingungen der Sicherheitsabstand infolge größerer, tolerierbare Störmomente kleiner eingestellt wird. Aufgrund dieses indirekten Zusammenhangs zwischen Störmoment und Sicherheitsabstand wird in jeder Situation des Fahrbetriebes des Kraftfahrzeuges die höchstmögliche Systemdynamik und Sicherheit gewährleistet. Dabei muss das Kraftfahrzeugsystem nicht generell in einem übersicheren Bereich betrieben werden, der alle erdenkbaren Fälle abdeckt, bietet aber trotzdem die höchstmögliche Systemdynamik, Systemverfügbarkeit und Systemsicherheit.
Vorteilhafterweise wird das kritische Störmoment in Abhängigkeit eines Reibwertes der Fahrzeugräder bestimmt. Insbesondere bei regennasser Fahrbahn oder bei Eisglätte verändert sich der Reibwert, so dass das Störmoment in Abhängigkeit von unterschiedlichen Reibwerten geändert wird, um eine sicherheitskritische Betätigung der Trennkupplung zu unterbinden, da eine differenzierte Kraftübertragung der Reifen auf die Fahrbahn auftritt.
In einer Ausgestaltung ist der Reibwert für einen Bereich einer Außentemperatur des Kraftfahrzeuges als Konstante ausgebildet. So kann ein Reibwert beispielsweise bei einer Außentemperatur <3°C und einer Außentemperatur von >3°C festgelegt werden, um die Kraftübertragung zwischen Reifen und Fahrbahn zu klassifizieren.
In einer Variante wird das kritische Störmoment in Abhängigkeit einer Querbeschleunigung des Kraftfahrzeuges bestimmt. Dabei wird, insbesondere bei Kurvenfahrten, mit einer konstanten Fahrgeschwindigkeit die Abhängigkeit des tolerierbaren Störmoments von den Größen Straßenhaftbeiwert, Gangübersetzung und Fahrgeschwindigkeit bzw. der damit zusammenhängenden Querbeschleunigung berücksichtigt, um die Fahrzeugsicherheit zu gewährleisten.
In einer Weiterbildung werden bei Überschreitung des kritischen Störmomentes durch das vorgegebene Drehmoment fahrdynamische Maßnahmen zur Absenkung des kritischen Störmomentes eingeleitet, um die Fahrzeugsicherheit zu gewährleisten. Zu solchen fahrdynamischen Maßnahmen können beispielsweise das Einlegen eines höheren Ganges oder das Trennen des Antriebsstranges vom Verbrennungsmotor vor dem Start des Verbrennungsmotors bzw. eine Vermeidung des Startes des Verbrennungsmotors nach Unterschreitung einer zu definierenden Querbeschleunigungsgrenze sein.
In einer Ausgestaltung werden Informationen über die Umgebungsbedingungen und/oder die Fahrzeugrandbedingungen über eine Kommunikationsleitung des Kraftfahrzeuges bereitgestellt. Dadurch werden die von Sensoren, welche an sich im Kraftfahrzeug vorhanden sind, bereitgestellten Daten auch zur Unterbindung einer sicherheitskritischen Betätigung der Trennkupplung benutzt.
Vorteilhafterweise wird der Sicherheitsabstand der offenen Trennkupplung in Kenntnis einer Kupplungskennlinie unter Beachtung der Informationen über die Umgebungsbedingungen und/oder die Fahrzeugrandbedingungen eingestellt. Durch Einbeziehung der Kupplungskennlinie erfolgt die Berücksichtigung einer, im Fehlerfall auftretenden Kupplungsdynamik, was die Genauigkeit des einzustellenden Sicherheitsabstandes verbessert.
Die Erfindung lässt zahlreiche Ausführungsformen zu. Eine davon soll anhand der in der Zeichnung dargestellten Figuren näher erläutert werden.
Es zeigt:
Figur 1 : eine schematische Darstellung eines Triebstranges eines Kraftfahrzeuges mit einem Hybridmodul, Figur 2: Übersicht kritischer Störmomente als Funktion von der Reibhaftung, dem Gang und der Fahrzeuggeschwindigkeit.
Figur 1 zeigt schematisch einen Triebstrang eines Kraftfahrzeuges mit einem Verbrennungsmotor 1 , einen, an einer Kurbelwelle 2 des Verbrennungsmotors 1 angebundenen Schwingungsdämpfer 3, ein Hybridmodul 4 mit Freilauf 5 und Trennkupplung 6, sowie mit Rotor 7 und Stator 8 eines elektrischen Antriebes, einem Getriebe 9, einem Differenzial 10 und nicht im Einzelnen dargestellter Räder. Zwischen dem Verbrennungsmotor 1 und dem Getriebe 9 sind zwei parallele Drehmomentübertragungsstränge vorgesehen. Ein erster Drehmomentübertragungsstrang enthält die Trennkupplung 6 und ein zweiter Drehmomentübertragungsstrang den Freilauf 5. Der Freilauf 5 überträgt bei Drehmomentübertragung vom Verbrennungsmotor 1 auf das Getriebe 9 und öffnet bei Drehmoment-Flussrichtung vom Getriebe 9 auf dem Verbrennungsmotor 1. Drehmomente vom Getriebe 9 in Richtung Verbrennungsmotor 1 sind bei geschlossener Kupplung übertragbar. Dies betrifft insbesondere das Starten des Verbrennungsmotors 1 aus dem elektrischen Fahren sowie das Übertragen des Schubmomentes im Falle einer vollen Batterie. Im verbrennungsmotorischen Betrieb des Triebstranges bleibt die Trennkupplung 6 geschlossen, so dass diese entsprechend ihrer anliegenden Drehmomentübertragungskapazität das vom Verbrennungsmotor 1 übertragbare Moment jeweils anteilig zusammen mit dem Freilauf überträgt. Die Funktion der Trennkupplung 6 wird dabei durch ein Steuergerät 1 1 , welches mit einem übergeordneten Fahrzeugsteuergerät 12 verbunden ist, gesteuert. Das Steuergerät 1 1 und das Fahrzeugsteuergerät 12 sind dabei über eine Fahrzeugkommunikationsleitung, vorzugsweise einen Can-Bus 15, miteinander und mit den Sensoren 13 und den Fahrerassistenzsystemen 14 verbunden.
In Figur 2 ist eine Übersicht der kritischen Störmomente als Funktion des Reibwertes, des Ganges sowie der Fahrzeuggeschwindigkeit dargestellt. Wie der Figur 2 zu entnehmen ist, können bei Durchfahrt einer Kurve im zweiten Gang bei 30 km/h unter Schnee bzw. eisglatter Fahrbahn (Annahme Reibwert μ = 0,3) bereits Störmomente von >55 Nm zu einem eventuellen sicherheitskritischen Haftabriss zwischen Reifen und Fahrbahn an der Antriebsachse führen. Um solche kritischen Situationen des Kraftfahrzeuges zu unterbinden, steuert das Steuergerät 1 1 die Trennkupplung 6 derart an, dass ein vorgegebener Sicherheitsabstand der offenen Kupplung in Abhängigkeit der Umgebungsbedingungen bzw. von Fahrzeugrandbedingungen bestimmt wird. Zur Einstellung dieses Sicherheitsabstandes wird ein kritisches Störmoment Mkrit bestimmt, was wie folgt ermittelt wird. M Krit = rriv * + M E -Maschine (1 )
Figure imgf000007_0001
wobei μ Reibwert
v2/r Querbeschleunigung.
In Abhängigkeit zusätzlich erfasster Informationen, z.B. einer möglichen Glättegefahr, bei einer Außentemperatur <3°C und/oder einer durch das Fahrzeugassistenzsystem 14 gemessenen Querbeschleunigung wird das kritische Störmoment Mkrit entsprechend in Abhängigkeit dieser Umgebungsbedingungen bzw. Fahrzeugrandbedingungen eingestellt. Übersteigt der vorgegebenen Drehmomentwunsch des übergeordneten Fahrzeugsteuergerätes 12 das ermittelte kritische Störmoment Mkrit, so werden Maßnahmen zur Stabilisierung des Fahrbetriebes getroffen, wie ein Hochschalten in einen höheren Gang oder das Trennen des Antriebsstranges von dem Verbrennungsmotor 1 oder ein Vermeiden des Starts des Verbrennungsmotors 1 bis nach Unterschreitung einer zu definierenden Querbeschleunigungsgrenze. Damit werden sicherheitskritische Fahrzustände unterbunden. Ebenso kann bei Geradeausfahrt, also nahezu querkraftfreier Fahrt, der Start des Verbrennungsmotors 1 in Abhängigkeit der Temperatur ausgeführt werden, um sicherheitsrelevanten Radschlupf zu vermeiden. Ohne Querkrafteinfluss gestalten sich die kritischen Störmomente Mkrit dann als Funktion des Reibwertes bzw. des eingelegten Ganges und von der Fahrgeschwindigkeit nahezu unabhängig als waagerechte Linien (Figur 2).
Bei regennasser Fahrbahn ist der Reibwert μ auf etwa 0,7 erhöht, was tolerierbare Störmomente von bis zu ca. 150 Nm zulässt. Unter Berücksichtigung der im Fehlerfall auftretenden Kupplungsdynamiken, kann in Abhängigkeit der benötigten Fehlertoleranzzeit ein notwendiger, vorzuhaltender Sicherheitsabstand der offenen Trennkupplung 6 definiert werden. Bei schlechteren Umgebungsbedingungen muss also der Sicherheitsabstand durch die geringeren tolerierbaren Störmomente größer werden. Aus diesem Sachverhalt ergeben sich von den Umgebungsbedingungen abhängige, unterschiedliche Sicherheitsabstände, welche zum einen der funktionalen Sicherheit als auch der möglichen Verfügbarkeit des Systems dienen. Durch Kenntnis der Kupplungskennlinie kann in Abhängigkeit weiterer erfasster Informationen (z.B. mögliche Glättetemperatur) bei Außentemperatur <3°C und/oder der durch bestehende Fahrerassistenzsysteme gemessenen Querbeschleunigung in Kombination mit der vom Gesamtsystem abhängigen Fehlertoleranzzeit der Sicherheitsabstand definiert werden.
Bezugszeichenliste Verbrennungsmotor
Kurbelwelle
Schwingungsdämpfer
Hybridmodul
Freilauf
Trennkupplung
Rotor
Stator
Getriebe
Differenzial
Steuergerät
Fahrzeugsteuergerät
Sensor
Fahrerassistenzsystem
Can-Bus

Claims

Patentansprüche
Verfahren zur Vermeidung einer sicherheitskritischen Betätigung einer Trennkupplung in einem Hybridmodul eines Antriebsstranges eines Kraftfahrzeuges, wobei das Hybridmodul (4) zwischen Verbrennungsmotor (1 ) und Getriebe (9) wirksam ist und einen elektrischen Antrieb (8, 9), die Trennkupplung (6) und einen Freilauf (5) aufweist, und die Trennkupplung (6) zum Start des Verbrennungsmotors (1 ) durch die Übertragung eines von dem elektrischen Antrieb (8, 9) oder dem Antriebsstrang gelieferten Drehmomentes durch eine kraftschlüssige Verbindung mit dem elektrischen Antrieb (8,9) oder dem Antriebsstrang oder zum Abkoppeln des Verbrennungsmotors (1 ) vom Antriebsstrang für ein rein elektrischen Fahren verwendet wird, dadurch gekennzeichnet, dass ein kritisches Störmoment (Mkrit) der Trennkupplung (6) zur Einstellung eines vorzuhaltenden Sicherheitsabstandes der offenen Trennkupplung (6) in Abhängigkeit von Umgebungsbedingungen des Kraftfahrzeuges und/oder Fahrzeugrandbedingungen eingestellt wird.
Verfahren nach Anspruch 1 , dadurch gekennzeichnet, dass das kritische Störmoment (Mkrit) in Abhängigkeit eines Reibwertes (μ) der Fahrzeugräder bestimmt wird.
Verfahren nach Anspruch 2, dadurch gekennzeichnet, dass der Reibwert (μ) für einen vorgegebenen Bereich einer Außentemperatur des Kraftfahrzeuges als Konstante ausgebildet ist.
Verfahren nach Anspruch 1 , 2 oder 3, dadurch gekennzeichnet, dass das kritische Störmoment (Mkrit) in Abhängigkeit einer Querbeschleunigung des Kraftfahrzeuges bestimmt wird.
Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass bei Überschreitung des kritischen Störmomentes (Mkrit) durch ein vorgegebenes Drehmoment fahrdynamische Maßnahmen zur Absenkung des kritischen Störmomentes (ΜΜ) eingeleitet werden, um die Fahrzeugsicherheit zu gewährleisten.
6. Verfahren nach mindestens einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass Informationen über die Umgebungsbedingungen und/oder die Fahrzeugrandbedingungen über eine Kommunikationsleitung (15) des Kraftfahrzeuges bereitgestellt werden.
7. Verfahren nach mindestens einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Sicherheitsabstand der offenen Trennkupplung (6) in Kenntnis einer Kupplungskennlinie unter Beachtung der Informationen über die Umgebungsbedingungen und/oder die Fahrzeugrandbedingungen eingestellt wird.
PCT/DE2014/200495 2013-09-25 2014-09-23 Verfahren zur vermeidung einer sicherheitskritischen betätigung einer trennkupplung in einem hybridmodul eines antriebsstranges eines kraftfahrzeuges WO2015043596A1 (de)

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