CN112105535B - Method for restarting an internal combustion engine in a hybrid powertrain system - Google Patents
Method for restarting an internal combustion engine in a hybrid powertrain system Download PDFInfo
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- CN112105535B CN112105535B CN201980028895.0A CN201980028895A CN112105535B CN 112105535 B CN112105535 B CN 112105535B CN 201980028895 A CN201980028895 A CN 201980028895A CN 112105535 B CN112105535 B CN 112105535B
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 57
- 238000000034 method Methods 0.000 title claims abstract description 24
- 230000007613 environmental effect Effects 0.000 claims abstract description 3
- 230000009191 jumping Effects 0.000 claims description 2
- 238000012544 monitoring process Methods 0.000 claims description 2
- 238000012986 modification Methods 0.000 claims 2
- 230000004048 modification Effects 0.000 claims 2
- 230000005540 biological transmission Effects 0.000 description 7
- 238000010586 diagram Methods 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 230000002706 hydrostatic effect Effects 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000008447 perception Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Classifications
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- 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
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0062—Adapting control system settings
- B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
- B60W2050/0083—Setting, resetting, calibration
- B60W2050/0088—Adaptive recalibration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
- B60W2510/0652—Speed change rate
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
- B60W2555/20—Ambient conditions, e.g. wind or rain
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
- B60W2710/027—Clutch torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/92—Hybrid vehicles
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- 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
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- 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
- Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
- Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
- Y04S10/00—Systems supporting electrical power generation, transmission or distribution
- Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
- Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention relates to a method for restarting an internal combustion engine in a hybrid drive train, in which method a hybrid disconnect clutch (4) separates or connects the internal combustion engine (2) from an electric motor (3), wherein the internal combustion engine (2) is restarted by the electric motor (3) using a defined clutch torque (TTarget) of the hybrid disconnect clutch (4) when driving purely electrically and when the hybrid disconnect clutch (4) is closed. In a method for enabling a reliable restart, a defined clutch torque (TTarget) of the hybrid disconnect clutch (4) is modified as a function of at least one operating and/or environmental parameter during the restart of the internal combustion engine (2).
Description
Technical Field
The invention relates to a method for restarting an internal combustion engine in a hybrid drive train, in which method a hybrid disconnect clutch separates or connects the internal combustion engine from an electric motor, wherein the internal combustion engine is restarted by the electric motor with a defined clutch torque of the hybrid disconnect clutch when driving purely electrically and when the hybrid disconnect clutch is closed.
Background
A method for operating a drive train is known from EP2 193 060 B1, in which, for starting an internal combustion engine in a hybrid drive train by means of an electric motor, the closing and opening of a clutch arranged between the internal combustion engine and the electric motor is controlled in such a way that: the clutch is placed in a slip state by partial closing in order to start the internal combustion engine.
It is known to use a constant clutch torque for restarting the hybrid disconnect clutch. Because this moment is very inaccurate, it can result in the driver's perception at restart being different. In extreme cases the following may even occur: the clutch torque of the hybrid disconnect clutch is insufficient to start the internal combustion engine.
Disclosure of Invention
The object of the present invention is to provide a method for restarting an internal combustion engine in a hybrid drive train, in which method the internal combustion engine can always be started reliably.
According to the invention, the task is solved by: the defined clutch torque of the hybrid disconnect clutch is modified in response to at least one operating and/or environmental parameter when restarting the internal combustion engine. In particular, if it is found that the internal combustion engine cannot be started under the current prescribed clutch torque of the hybrid disconnect clutch, the clutch torque is increased to ensure a restart.
In one embodiment, the defined clutch torque is modified after the clutch torque is applied. In this way, the defined clutch torque can be accurately modified as a function of the current operating conditions of the hybrid drive.
Advantageously, the rotational speed of the internal combustion engine is monitored as an operating parameter of the hybrid drive train after the predetermined clutch torque has been applied. Since rotational speed is a particularly simple parameter for determining whether the internal combustion engine is active, it is particularly cost-effective to monitor it by means of a rotational speed sensor present in the drive train.
In one embodiment, the predetermined clutch torque is increased if the rotational speed is not detected within a predetermined time period after the predetermined clutch torque is applied. This ensures that the defined clutch torque reaches a level at which the internal combustion engine can be started reliably.
In one embodiment, the rotational speed gradient of the internal combustion engine is monitored as an operating parameter, wherein the predetermined clutch torque is reduced in the case of a steep rotational speed gradient and increased in the case of a gentle rotational speed gradient. This monitoring can be used as an emergency function for adjusting the defined clutch torque during the restart process.
In one embodiment, the rotational speed gradient is evaluated as long as the internal combustion engine is not started. This ensures that only the clutch torque required for restarting the internal combustion engine when driven by the electric motor is monitored. Since the ignited internal combustion engine automatically generates an additional torque, this torque may lead to a distortion of the defined clutch torque.
In one embodiment, the defined clutch torque is modified in a jumping manner or by a ramp. The speed with which the desired clutch torque is set can be controlled according to the adjustment mode.
In one development, the defined clutch torque is modified before the clutch torque is applied. This allows for the consideration that the prescribed clutch torque of the hybrid disconnect clutch will vary depending on the operating conditions. In this way, factors such as engine temperature, downtime of the internal combustion engine, parking angle, etc., can be taken into account when setting the initial prescribed starting torque.
Advantageously, the ambient temperature is used as an ambient parameter. When the ambient temperature is taken into account, the defined clutch torque can be increased at low temperatures, at which the internal combustion engine is started as required, in order to ensure a clean restart without readjusting the clutch torque. If the internal combustion engine has been operated for a long time, for example, and has only a very short downtime, the initial prescribed clutch torque can be reduced. It is proposed that the defined clutch torque be adjusted before it is applied to the hybrid disconnect clutch.
In one embodiment, the current clutch torque and the defined clutch torque are transmitted to a higher-level control system for regulating the electric motor. This allows the upper control system to take into account the torque that must be additionally provided to restart the internal combustion engine when controlling the electric motor.
The invention allows a number of embodiments. One of them should be described in detail with reference to the drawings shown in the drawings.
Drawings
Fig. 1: a schematic diagram of a hybrid drive device,
Fig. 2: in a first embodiment of the method of the invention,
Fig. 3: a second embodiment of the method of the present invention.
Detailed Description
Fig. 1 shows a schematic diagram of a drive train 1 of a hybrid vehicle. The drive train 1 comprises an internal combustion engine 2 and an electric motor 3. Between the internal combustion engine 2 and the electric motor 3, a hybrid disconnect clutch 4 is arranged directly behind the internal combustion engine 2. The internal combustion engine 2 is connected to the hybrid disconnect clutch 4 via a crankshaft 5. The motor 3 has a rotatable rotor 6 and a fixed stator 7. The output shaft 8 of the hybrid disconnect clutch 4 is connected to a transmission 9, which comprises a coupling element, not shown further, for example a second clutch or a torque converter, which is arranged between the electric motor 3 and the transmission 9. The transmission 9 transmits torque generated by the internal combustion engine 2 and/or the electric motor 3 to the driving wheels 10 of the hybrid vehicle. The electric motor 3 and the transmission 9 form a transmission system 11, the control of which takes place by means of a hydrostatic clutch actuator 12.
The hybrid disconnect clutch 4 arranged between the internal combustion engine 2 and the electric motor 3 is closed in order to start the internal combustion engine 2 with the torque generated by the electric motor 3 during driving of the hybrid vehicle or to run with the internal combustion engine 2 and the electric motor 3 driven during the supercharging mode. The hybrid disconnect clutch 4 is operated by a hydrostatic clutch actuator 12.
When the internal combustion engine 2 is restarted by the electric motor 3, a defined initial clutch torque TTarget is applied to the hybrid disconnect clutch 4. Since this initial clutch torque TTarget is determined by the operating conditions, factors such as the engine temperature, the internal combustion engine stop time, and the angle dependence of the stop need to be taken into account in order to set the initial prescribed clutch torque TTarget before the clutch torque TTarget is applied to the hybrid disconnect clutch 4. In addition, the initial defined clutch torque TTarget may be modified according to the ambient temperature. At low external temperatures, the initial defined clutch torque TTarget needs to be increased in order to ensure maximum restart of the internal combustion engine 2 without readjusting the clutch torque TTarget. If the internal combustion engine 2 has been running for a long time and has only a very short downtime, it can be considered that: the initial clutch torque TTarget, which is dependent on temperature, does not vary much and can be reduced. These factors affecting the specified clutch torque TTarget will be saved to the clutch actuator controller table for calibration. Then, linear interpolation will be performed between values not held in the table.
If the initially defined clutch torque TTarget thus set is applied to the hybrid disconnect clutch 4 at this time for restarting the internal combustion engine 2, the rotational speed n of the internal combustion engine 2 is monitored from this point in time. After the initial defined clutch torque TTarget has been applied, if the rotational speed n of the internal combustion engine 2 is not detected within a defined period of time, the defined clutch torque TTarget is automatically trimmed and increased (see fig. 2a, 2 b). The clutch torque TTarget can be increased in a jump-like manner or by a ramp. If the rotational speed n is still not detected under the same conditions, for example after a defined period of time or after the clutch actuator 12 has reached the defined actuator setpoint position L, the defined clutch torque TTarget can be increased further.
In addition, the restart of the internal combustion engine 2 can be observed on the basis of the rotation speed gradient dn/dt. If a very rapid start of the internal combustion engine 2 is detected, the clutch torque TTarget can be reduced. When the internal combustion engine 2 is started slowly, the clutch torque TTarget can be increased. However, the rotational speed gradient dn/dt of the internal combustion engine 2 can only be evaluated if the internal combustion engine 2 has not yet ignited.
If the initial prediction of the clutch torque TTarget is insufficient, the clutch control can be counteracted by modulating the clutch torque TTarget at restart. That is, if the start of the internal combustion engine 2 is not recognized, the prescribed clutch torque TTarget is automatically trimmed to a prescribed value. The process may be performed, for example, by modifying the actuator position L of the clutch actuator 12 by a value Δx, as shown in fig. 3.
In this method, special attention is paid to the fact that the previous hybrid control system is always informed of the current clutch torque Tact and the setpoint clutch torque TTarget, in order to allow the previous hybrid control system to better regulate the electric motor 3 and to prevent slip during a restart due to a change in the setpoint clutch torque TTarget of the hybrid disconnect clutch 4.
Description of the reference numerals
1. Power assembly system
2. Internal combustion engine
3. Motor with a motor housing having a motor housing with a motor housing
4. Hybrid disconnect clutch
5. Crankshaft
6. Rotor
7. Stator
8. Output shaft
9. Transmission device
10. Driving wheel
11. Transmission system
12. A clutch actuator.
Claims (8)
1. Method for restarting an internal combustion engine in a hybrid drive-train, in which method a hybrid disconnect clutch (4) separates or connects an internal combustion engine (2) from an electric motor (3), wherein, during electric-only driving and when the hybrid disconnect clutch (4) is closed, the internal combustion engine (2) is restarted by the electric motor (3) with a defined clutch torque of the hybrid disconnect clutch (4), and the defined clutch torque of the hybrid disconnect clutch (4) is modified as a function of at least one operating and/or environmental parameter when restarting the internal combustion engine (2); wherein,
Monitoring a rotational speed gradient of the internal combustion engine (2) as an operating parameter of the hybrid drive train (1), wherein a defined clutch torque is reduced in the case of a steep rotational speed gradient and is increased in the case of a gentle rotational speed gradient; the rotational speed gradient is evaluated as long as the internal combustion engine (2) is not started.
2. The method of claim 1, wherein the modification of the prescribed clutch torque is performed after the clutch torque is applied.
3. Method according to claim 2, characterized in that the rotational speed (n) of the internal combustion engine (2) is monitored as an operating parameter of the hybrid drive train (1) after the application of a defined clutch torque.
4. A method according to claim 3, characterized in that the prescribed clutch torque is increased if the rotational speed (n) is not recognized within a prescribed period of time after the application of the prescribed clutch torque.
5. A method according to any of the preceding claims, characterized in that the prescribed clutch torque is modified in a jumping manner or by means of a ramp.
6. Method according to claim 1, characterized in that the modification of the prescribed clutch torque is performed before the clutch torque is applied.
7. The method according to any of the foregoing claims from 1 to 4, 6, characterised in that ambient temperature is used as an ambient parameter.
8. Method according to any of the preceding claims 1-4, 6, characterized in that the current clutch torque and the prescribed clutch torque are signalled to a previous control system for adjusting the electric motor (3).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102018110859.1A DE102018110859B4 (en) | 2018-05-07 | 2018-05-07 | Method for restarting an internal combustion engine in a hybrid powertrain |
| DE102018110859.1 | 2018-05-07 | ||
| PCT/DE2019/100340 WO2019214768A1 (en) | 2018-05-07 | 2019-04-12 | Method for restarting an internal combustion engine in a hybrid drivetrain |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112105535A CN112105535A (en) | 2020-12-18 |
| CN112105535B true CN112105535B (en) | 2024-07-05 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201980028895.0A Active CN112105535B (en) | 2018-05-07 | 2019-04-12 | Method for restarting an internal combustion engine in a hybrid powertrain system |
Country Status (4)
| Country | Link |
|---|---|
| KR (1) | KR102659179B1 (en) |
| CN (1) | CN112105535B (en) |
| DE (2) | DE102018110859B4 (en) |
| WO (1) | WO2019214768A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102018128665A1 (en) | 2018-11-15 | 2020-05-20 | Schaeffler Technologies AG & Co. KG | Coupling unit and method for controlling a separating clutch to influence an engine speed |
| DE102019103764A1 (en) | 2019-02-14 | 2020-08-20 | Schaeffler Technologies AG & Co. KG | Method for starting an internal combustion engine of a vehicle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101522496A (en) * | 2006-10-12 | 2009-09-02 | 罗伯特·博世有限公司 | Method for controlling a hybrid drive |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE112007002600A5 (en) * | 2006-11-27 | 2009-08-06 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Method and apparatus for adapting a disconnect clutch in a vehicle hybrid powertrain |
| EP2008899B1 (en) * | 2007-06-25 | 2015-08-12 | Schaeffler Technologies AG & Co. KG | Method and device for adapting friction coefficient to a friction clutch in a hybrid drive train |
| DE102007045365A1 (en) * | 2007-09-22 | 2009-04-02 | Zf Friedrichshafen Ag | Drive train operating method for motor vehicle, involves completely closing clutch before reaching synchronous speed between internal combustion engine and electric motor, where speed of motor is larger than starting speed of engine |
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2019
- 2019-04-12 DE DE112019002371.3T patent/DE112019002371A5/en active Pending
- 2019-04-12 CN CN201980028895.0A patent/CN112105535B/en active Active
- 2019-04-12 KR KR1020207031689A patent/KR102659179B1/en active IP Right Grant
- 2019-04-12 WO PCT/DE2019/100340 patent/WO2019214768A1/en active Application Filing
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| CN101522496A (en) * | 2006-10-12 | 2009-09-02 | 罗伯特·博世有限公司 | Method for controlling a hybrid drive |
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|---|---|
| KR20210007968A (en) | 2021-01-20 |
| DE112019002371A5 (en) | 2021-01-28 |
| DE102018110859B4 (en) | 2020-03-19 |
| DE102018110859A1 (en) | 2019-11-07 |
| KR102659179B1 (en) | 2024-04-23 |
| CN112105535A (en) | 2020-12-18 |
| WO2019214768A1 (en) | 2019-11-14 |
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