EP2300295A1 - Method for operating a drive train - Google Patents

Method for operating a drive train

Info

Publication number
EP2300295A1
EP2300295A1 EP09780719A EP09780719A EP2300295A1 EP 2300295 A1 EP2300295 A1 EP 2300295A1 EP 09780719 A EP09780719 A EP 09780719A EP 09780719 A EP09780719 A EP 09780719A EP 2300295 A1 EP2300295 A1 EP 2300295A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
torque
electric motor
clutch
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP09780719A
Other languages
German (de)
French (fr)
Inventor
Michael Gromus
Bernd Allgaier
Friedrich Tenbrock
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP2300295A1 publication Critical patent/EP2300295A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • B60K6/48—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
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/08—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing being of friction 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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60W2510/02—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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/027—Clutch torque
    • 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
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the invention relates to a method for operating a drive train, comprising at least one transmission and a hybrid drive, of a motor vehicle according to the preamble of claims 1 and 7, respectively.
  • the main components of a drive train of a motor vehicle are a drive unit and a transmission.
  • a gearbox converts torques and speeds and thus converts the tractive power of the drive unit.
  • the present invention relates to a method for operating a drive train, which comprises at least one transmission and a drive unit as a hybrid drive with an internal combustion engine and an electric motor.
  • a clutch is connected between the engine and the electric motor of the hybrid drive, via which the engine of the hybrid drive can be decoupled from an output of the drive train.
  • the internal combustion engine is typically switched off and the clutch connected between the internal combustion engine and the electric motor of the hybrid drive is opened.
  • the same can be towed by at least partially closing the clutch connected between the engine and the electric motor from the electric motor, wherein at least the so-called breakaway torque and preferably also that for optimally performing the towing the not yet fired internal combustion engine so-called friction torque of the internal combustion engine must be known. So far, these moments are given by the engine manufacturer and based on these predetermined moments then the towing is performed. However, this does not take into account that the breakaway torque and the friction torque of the internal combustion engine can change over the operation of the same. This then results in suboptimal towing the internal combustion engine.
  • the present invention is based on the problem to provide a novel method for operating a powertrain comprising a transmission and a hybrid drive.
  • the clutch connected between the non-ignited internal combustion engine and the electric motor torque is completely closed and over time the electric motor torque supplied by the electric motor increases linearly from a first initial value to a first final value, in which case the non-ignited internal combustion engine begins to rotate, from the electric motor torque at which the unannoked engine starts to rotate, the breakaway torque of the engine is determined, and wherein, when the unannealed engine does not start to rotate, the electric motor torque provided by the electric motor, starting from a second initial value is increased linearly until the non-ignited internal combustion engine starts to rotate, wherein from the electric motor torque at which the internal combustion engine starts to rotate, the breakaway torque of the internal combustion engine is determined.
  • FIG. 1 shows a drive train diagram of a motor vehicle in which the method according to the invention can be used
  • FIG. 2 shows an alternative drive train diagram of a motor vehicle in which the method according to the invention can be used
  • FIG. 1 shows a drive train diagram of a motor vehicle in which the method according to the invention can be used
  • FIG. 2 shows an alternative drive train diagram of a motor vehicle in which the method according to the invention can be used
  • FIG. 1 shows a drive train diagram of a motor vehicle in which the method according to the invention can be used
  • FIG. 2 shows an alternative drive train diagram of a motor vehicle in which the method according to the invention can be used
  • FIG. 1 shows a drive train diagram of a motor vehicle in which the method according to the invention can be used
  • FIG. 2 shows an alternative drive train diagram of a motor vehicle in which the method according to the invention can be used
  • FIG. 1 shows a drive train diagram of a motor vehicle in which the method according to the invention can be used
  • FIG. 2 shows an alternative drive train diagram of
  • Fig. 3 is a diagram for illustrating the method according to the invention.
  • the present invention relates to a method for operating a drive train of a motor vehicle comprising at least one transmission and one hybrid drive.
  • 1 shows by way of example a drive train diagram of a motor vehicle in which the method according to the invention can be used.
  • 1 shows a diagram of a drive train 1 of a motor vehicle, the drive train 1 according to FIG. 1 comprising a hybrid drive, which is formed by an internal combustion engine 2 and an electric motor 3. Between the engine 2 and the electric motor 3, a clutch 4 is connected, which, when the drive train 1 is operated exclusively by the electric motor 3, is open.
  • the drive train 1 according to FIG. 1 furthermore comprises a transmission 5, which converts the tractive power provided by the hybrid drive to an output 6, namely wheels, of the drive train to be driven.
  • the transmission can z. B. be designed as an automatic transmission or as an automated transmission. In an automatic transmission, circuits without traction interruption and in an automated transmission circuits are performed with traction interruption.
  • a further clutch 7 is connected between the electric motor 3 of the hybrid drive and the transmission 5.
  • This clutch 7 serves as a gear-external starting element in electromotive starting.
  • 2 shows by way of example a further drive train scheme of a motor vehicle in which the method according to the invention can be used, the drive train 8 of the drive train scheme of FIG. 2 differing from the drive train 1 of the drive train scheme of FIG. 1 in that the clutch 7 or the gearbox external Starting element deleted and replaced by a gear-internal starting element 9.
  • the present invention relates to a method for operating such a drive train with a transmission and a hybrid drive, namely those details that relate to the towing of a switched off, not ignited internal combustion engine 2 by means of the electric motor 3 of the hybrid drive.
  • Fig. 3 is a function of time t the provided by the clutch 4 moments M ⁇ applied, wherein Fig. 3 it can be seen that over the time t by increasing slippage of the closure of the clutch 4, the transmitted of the same clutch torque M ⁇ , starting from the first initial value M K , AI up to the first end value M K , EI is linearly increased along a ramp.
  • the breakaway torque of the internal combustion engine 2 is determined from the clutch torque M K , at which the non-ignited internal combustion engine 2 begins to rotate.
  • the ignited internal combustion engine begins to rotate at the instant t 1, so that the breakaway torque of the internal combustion engine 2 is determined from the clutch torque M K L OS transmitted by the clutch 4 at this point in time.
  • the breakaway torque of the engine 2 is determined.
  • the second initial value M K A2 is greater than the first final value M ⁇ EI , but may be smaller or larger than the first end value. In any case, however, the second initial value M ⁇ A2 is greater than the first initial value M ⁇ AI -
  • the breakaway torque of the engine 2 is determined based on the determined breakaway torque of the engine 2, the first end value M ⁇ EI to adapt, in which case the determined breakaway torque of the internal combustion engine 2 is offset with a safety offset value, in order then to adapt the first end value M K EI as a function of this.
  • the first end value M K , E I is preferably adapted such that the value is used as the new first end value. which results from the breakaway torque calculated with the safety offset value.
  • the first end value is preferably adapted such that the torque determined from the breakaway torque and the safety offset value matches the previous first end value to determine the new first end value in the sense of a weighted sum.
  • the first end value M ⁇ , EI can be continuously adapted with the help of the determined during towing Losbrechmoments the internal combustion engine 2, so that over the entire life of the motor vehicle optimal towing the engine 2 via the electric motor 3 is possible.
  • the friction torque of the internal combustion engine can then be calculated by determining the following torque balance:
  • M VM, REI B is the friction torque of the internal combustion engine 2
  • MK is the clutch torque transmitted by the slipping clutch 4 connected between the engine 2 and the electric motor 3
  • JG E S I is the moment of inertia of the driveline up to the slipping clutch 4
  • w is the rotational angular velocity of the internal combustion engine 2.
  • the inventive method is then analogous to the first aspect of the present invention, wherein in the first aspect of the present invention, the electric motor 3 provides a constant electric motor torque and the clutch 4 transmits a variable clutch torque, and wherein in the second aspect of the present invention, the clutch 4 transmits a constant clutch torque and the electric motor torque provided by the electric motor is increased linearly, so as then to determine the breakaway torque and friction torque of the engine 2.
  • the breakaway torque of the internal combustion engine 2 is then determined from the electric motor torque 3 provided by the electric motor, in which the non-ignited internal combustion engine 2 starts to rotate.
  • the friction torque of the internal combustion engine can be calculated by determining the following torque balance:
  • MVM , REIB is the friction torque of the internal combustion engine
  • M EM is the electric motor torque provided by the electric motor
  • J GE S 2 is the inertia of the powertrain
  • w is the rotational angular velocity of the internal combustion engine.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention relates to a method for operating a drive train of a motor vehicle. During the tow-start of the internal combustion engine (2) using the electric motor (3), the clutch (4) connected between the non-spark-ignited internal combustion engine (2) and the electric motor (3) providing a constant electric motor torque is closed in a slipping manner in such a way that over time the clutch torque transferred by the clutch is linearly increased starting from a first starting value MK,A1 to a first final value MK,E1, wherein if the non-spark-ignited internal combustion engine begins to rotate, the breakaway torque MK,LOS of the internal combustion engine is determined from the clutch torque at which the non-spark-ignited internal combustion engine begins to rotate, and wherein if the non-spark-ignited internal combustion engine does not begin to rotate, the clutch (4) connected between the non-spark-ignited internal combustion engine and the electric motor is closed in a slipping manner in such a way that that over time the clutch torque transferred by the clutch is linearly increased starting from a second starting value MK,A2 until the non-spark-ignited internal combustion engine begins to rotate, wherein the breakaway torque MK,LOS of the internal combustion engine is determined from the clutch torque at which the internal combustion engine begins to rotate.

Description

Verfahren zum Betreiben eines Antriebsstranqs Method for operating a drive train
Die Erfindung betrifft ein Verfahren zum Betreiben eines zumindest ein Getriebe und einen Hybridantrieb umfassenden Antriebsstrangs eines Kraftfahrzeugs nach dem Oberbegriff des Anspruchs 1 bzw. 7.The invention relates to a method for operating a drive train, comprising at least one transmission and a hybrid drive, of a motor vehicle according to the preamble of claims 1 and 7, respectively.
Die Hauptkomponenten eines Antriebsstrangs eines Kraftfahrzeugs sind ein Antriebsaggregat und ein Getriebe. Ein Getriebe wandelt Drehmomente und Drehzahlen und setzt so das Zugkraftangebot des Antriebsaggregats um. Die hier vorliegende Erfindung betrifft ein Verfahren zum Betreiben eines Antriebsstrangs, der zumindest ein Getriebe und als Antriebsaggregat einen Hybridantrieb mit einem Verbrennungsmotor und einem Elektromotor umfasst.The main components of a drive train of a motor vehicle are a drive unit and a transmission. A gearbox converts torques and speeds and thus converts the tractive power of the drive unit. The present invention relates to a method for operating a drive train, which comprises at least one transmission and a drive unit as a hybrid drive with an internal combustion engine and an electric motor.
Bei einem Antriebsstrang mit einem sogenannten Parallelhybridantrieb ist zwischen den Verbrennungsmotor und den Elektromotor des Hybridantriebs eine Kupplung geschaltet, über die der Verbrennungsmotor des Hybridantriebs von einem Abtrieb des Antriebstrangs abgekoppelt werden kann. Beim Anfahren eines solchen Antriebsstrangs mit einem Parallelhybridantrieb ist der Verbrennungsmotor typischerweise ausgeschaltet und die zwischen den Verbrennungsmotor und den Elektromotor des Hybridantriebs geschaltete Kupplung geöffnet.In a drive train with a so-called parallel hybrid drive, a clutch is connected between the engine and the electric motor of the hybrid drive, via which the engine of the hybrid drive can be decoupled from an output of the drive train. When starting such a drive train with a parallel hybrid drive, the internal combustion engine is typically switched off and the clutch connected between the internal combustion engine and the electric motor of the hybrid drive is opened.
Dann, wenn der ausgeschaltete Verbrennungsmotor gestartet werden soll, kann derselbe durch zumindest teilweises Schließen der zwischen den Verbrennungsmotor und den Elektromotor geschalteten Kupplung vom Elektromotor aus angeschleppt werden, wobei zum optimalen Durchführen des Anschleppens des noch nicht gezündeten Verbrennungsmotors zumindest das sogenannte Losbrechmoment sowie vorzugsweise auch das sogenannte Reibmoment des Verbrennungsmotors bekannt sein muss. Bislang werden diese Momente vom Motoren hersteller vorgegeben und auf Grundlage dieser vorgegebenen Momente wird dann das Anschleppen durchgeführt. Hierbei bleibt jedoch unberücksichtigt, dass sich das Losbrechmoment und das Reibmoment des Verbrennungsmotors über den Betrieb desselben ändern kann. Dies hat dann ein suboptimales Anschleppen des Verbrennungsmotors zur Folge.Then, when the off-engine is to be started, the same can be towed by at least partially closing the clutch connected between the engine and the electric motor from the electric motor, wherein at least the so-called breakaway torque and preferably also that for optimally performing the towing the not yet fired internal combustion engine so-called friction torque of the internal combustion engine must be known. So far, these moments are given by the engine manufacturer and based on these predetermined moments then the towing is performed. However, this does not take into account that the breakaway torque and the friction torque of the internal combustion engine can change over the operation of the same. This then results in suboptimal towing the internal combustion engine.
Hiervon ausgehend liegt der vorliegenden Erfindung das Problem zu Grunde, ein neuartiges Verfahren zum Betreiben eines ein Getriebe und einen Hybridantrieb umfassenden Antriebsstrangs zu schaffen.On this basis, the present invention is based on the problem to provide a novel method for operating a powertrain comprising a transmission and a hybrid drive.
Dieses Problem wird nach einem ersten Aspekt der Erfindung durch ein Verfahren gemäß Anspruch 1 gelöst.This problem is solved according to a first aspect of the invention by a method according to claim 1.
Hiernach wird beim Anschleppen des Verbrennungsmotors die zwischen den nicht gezündeten Verbrennungsmotor und den ein konstantes Elektromotormoment bereitstellenden Elektromotor geschaltete Kupplung derart schlupfend geschlossen, dass über der Zeit das von der Kupplung übertragene Kupplungsmoment ausgehend von einem ersten Anfangswert bis zu einem ersten Endwert linear erhöht wird, wobei dann, wenn hierbei der nicht gezündete Verbrennungsmotor zu drehen beginnt, aus dem Kupplungsmoment, bei welchem der nicht gezündete Verbrennungsmotor zu drehen beginnt, das Losbrechmoment des Verbrennungsmotors ermittelt wird, und wobei dann, wenn hierbei der nicht gezündete Verbrennungsmotor nicht zu drehen beginnt, die zwischen den nicht gezündeten Verbrennungsmotor und den Elektromotor geschaltete Kupplung derart schlupfend geschlossen wird, dass über der Zeit das von der Kupplung übertragene Kupplungsmoment ausgehend von einem zweiten Anfangswert linear erhöht wird, bis der nicht gezündete Verbrennungsmotor zu drehen beginnt, wobei aus dem Kupplungsmoment, bei welchem der Verbrennungsmotor zu drehen beginnt, das Losbrechmoment des Verbrennungsmotors ermittelt wird. Nach einem zweiten Aspekt der Erfindung wird dieses Problem durch ein Verfahren gemäß Anspruch 7 gelöst.Thereafter, when the engine is towing, the clutch connected between the non-ignited internal combustion engine and the electric motor providing a constant electric motor torque is closed in such a slipping manner that over time the clutch torque transmitted by the clutch is increased linearly from a first initial value to a first final value then, when in this case the unannounced engine starts to rotate, from the clutch torque at which the unannoked engine starts to rotate, the breakaway torque of the engine is determined, and in which case, when the unannoked engine does not start to rotate between the non-ignited internal combustion engine and the electric motor switched clutch is slipping closed so that over time, the clutch torque transmitted by the clutch is increased linearly from a second initial value until the ignited The internal combustion engine begins to rotate, wherein the breakaway torque of the internal combustion engine is determined from the clutch torque at which the internal combustion engine begins to rotate. According to a second aspect of the invention, this problem is solved by a method according to claim 7.
Hiernach wird beim Anschleppen des Verbrennungsmotors die zwischen den nicht gezündeten Verbrennungsmotor und den Elektromotormoment geschaltete Kupplung vollständig geschlossen und über der Zeit das vom Elektromotor bereitgestellte Elektromotormoment ausgehend von einem ersten Anfangswert bis zu einem ersten Endwert linear erhöht, wobei dann, wenn hierbei der nicht gezündete Verbrennungsmotor zu drehen beginnt, aus dem Elektromotormoment, bei welchem der nicht gezündete Verbrennungsmotor zu drehen beginnt, das Losbrechmoment des Verbrennungsmotors ermittelt wird, und wobei dann, wenn hierbei der nicht gezündete Verbrennungsmotor nicht zu drehen beginnt, das vom Elektromotor bereitgestellte Elektromotormoment ausgehend von einem zweiten Anfangswert linear erhöht wird, bis der nicht gezündete Verbrennungsmotor zu drehen beginnt, wobei aus dem Elektromotormoment, bei welchem der Verbrennungsmotor zu drehen beginnt, das Losbrechmoment des Verbrennungsmotors ermittelt wird.Thereafter, when towing the internal combustion engine, the clutch connected between the non-ignited internal combustion engine and the electric motor torque is completely closed and over time the electric motor torque supplied by the electric motor increases linearly from a first initial value to a first final value, in which case the non-ignited internal combustion engine begins to rotate, from the electric motor torque at which the unannoked engine starts to rotate, the breakaway torque of the engine is determined, and wherein, when the unannealed engine does not start to rotate, the electric motor torque provided by the electric motor, starting from a second initial value is increased linearly until the non-ignited internal combustion engine starts to rotate, wherein from the electric motor torque at which the internal combustion engine starts to rotate, the breakaway torque of the internal combustion engine is determined.
Mit der Erfindung ist es möglich, während des Anschleppens zumindest das Losbrechmoment sowie vorzugsweise auch das sogenannte Reibmoment des Verbrennungsmotors zu ermitteln und so über den Betrieb desselben zu adaptieren, um stets ein optimales Anschleppen des Verbrennungsmotors zu gewährleisten.With the invention, it is possible to determine during towing at least the breakaway torque and preferably also the so-called friction torque of the internal combustion engine and so adapt to the operation of the same to always ensure optimal towing the engine.
Bevorzugte Weiterbildungen der Erfindung ergeben sich aus den Unteransprüchen und der nachfolgenden Beschreibung. Ausführungsbeispiele der Erfindung werden, ohne hierauf beschränkt zu sein, an Hand der Zeichnung näher erläutert. Dabei zeigt:Preferred embodiments of the invention will become apparent from the dependent claims and the description below. Embodiments of the invention will be described, without being limited thereto, with reference to the drawings. Showing:
Fig. 1 ein Antriebsstrangschema eines Kraftfahrzeugs, bei welchem das erfindungsgemäße Verfahren einsetzbar ist; Fig. 2 ein alternatives Antriebsstrangschema eines Kraftfahrzeugs, bei welchem das erfindungsgemäße Verfahren einsetzbar ist;1 shows a drive train diagram of a motor vehicle in which the method according to the invention can be used; FIG. 2 shows an alternative drive train diagram of a motor vehicle in which the method according to the invention can be used; FIG.
Fig. 3 ein Diagramm zur Verdeutlichung des erfindungsgemäßen Verfahrens.Fig. 3 is a diagram for illustrating the method according to the invention.
Die hier vorliegende Erfindung betrifft ein Verfahren zum Betreiben eines zumindest ein Getriebe und einen Hybridantrieb umfassenden Antriebsstrangs eines Kraftfahrzeugs.The present invention relates to a method for operating a drive train of a motor vehicle comprising at least one transmission and one hybrid drive.
Fig. 1 zeigt exemplarisch ein Antriebsstrangschema eines Kraftfahrzeugs, bei welchen das erfindungsgemäße Verfahren einsetzbar ist. So zeigt Fig. 1 ein Schema eines Antriebsstrangs 1 eines Kraftfahrzeugs, wobei der Antriebsstrang 1 gemäß Fig. 1 einen Hybridantrieb umfasst, der von einem Verbrennungsmotor 2 und einem Elektromotor 3 gebildet ist. Zwischen den Verbrennungsmotor 2 und den Elektromotor 3 ist eine Kupplung 4 geschaltet, die dann, wenn der Antriebsstrang 1 ausschließlich vom Elektromotor 3 betrieben wird, geöffnet ist.1 shows by way of example a drive train diagram of a motor vehicle in which the method according to the invention can be used. 1 shows a diagram of a drive train 1 of a motor vehicle, the drive train 1 according to FIG. 1 comprising a hybrid drive, which is formed by an internal combustion engine 2 and an electric motor 3. Between the engine 2 and the electric motor 3, a clutch 4 is connected, which, when the drive train 1 is operated exclusively by the electric motor 3, is open.
Neben dem Hybridantrieb umfasst der Antriebsstrang 1 gemäß Fig. 1 weiterhin ein Getriebe 5, welches das vom Hybridantrieb bereitgestellte Zugkraftangebot auf einem Abtrieb 6, nämlich anzutreibenden Rädern, des Antriebsstrangs umsetzt. Das Getriebe kann z. B. als Automatgetriebe oder als automatisiertes Getriebe ausgeführt sein. Bei einem Automatgetriebe werden Schaltungen ohne Zugkraftunterbrechung und bei einem automatisierten Getriebe werden Schaltungen mit Zugkraftunterbrechung ausgeführt.In addition to the hybrid drive, the drive train 1 according to FIG. 1 furthermore comprises a transmission 5, which converts the tractive power provided by the hybrid drive to an output 6, namely wheels, of the drive train to be driven. The transmission can z. B. be designed as an automatic transmission or as an automated transmission. In an automatic transmission, circuits without traction interruption and in an automated transmission circuits are performed with traction interruption.
Beim Antriebsstrang der Fig. 1 ist zwischen den Elektromotor 3 des Hybridantriebs und das Getriebe 5 eine weitere Kupplung 7 geschaltet. Diese Kupplung 7 dient als getriebeexternes Anfahrelement beim elektromotorischen Anfahren. Fig. 2 zeigt exemplarisch ein weiteres Antriebsstrangschema eines Kraftfahrzeugs, bei welchen das erfindungsgemäße Verfahren einsetzbar ist, wobei sich der Antriebsstrang 8 des Antriebsstrangschemas der Fig. 2 vom Antriebsstrang 1 des Antriebsstrangschemas der Fig. 1 dadurch unterscheidet, dass die Kupplung 7 bzw. das getriebeexterne Anfahrelement entfällt und durch ein getriebeinternes Anfahrelement 9 ersetzt ist.In the case of the drive train of FIG. 1, a further clutch 7 is connected between the electric motor 3 of the hybrid drive and the transmission 5. This clutch 7 serves as a gear-external starting element in electromotive starting. 2 shows by way of example a further drive train scheme of a motor vehicle in which the method according to the invention can be used, the drive train 8 of the drive train scheme of FIG. 2 differing from the drive train 1 of the drive train scheme of FIG. 1 in that the clutch 7 or the gearbox external Starting element deleted and replaced by a gear-internal starting element 9.
Die hier vorliegende Erfindung betrifft ein Verfahren zum Betreiben eines solchen Antriebsstrangs mit einem Getriebe und einem Hybridantrieb, nämlich solche Details, die das Anschleppen eines ausgeschalteten, nicht gezündeten Verbrennungsmotors 2 mit Hilfe des Elektromotors 3 des Hybridantriebs betreffen.The present invention relates to a method for operating such a drive train with a transmission and a hybrid drive, namely those details that relate to the towing of a switched off, not ignited internal combustion engine 2 by means of the electric motor 3 of the hybrid drive.
Nach einem ersten Aspekt der hier vorliegenden Erfindung wird beim Anschleppen des Verbrennungsmotors 2 über den Elektromotor 3 die zwischen den nicht gezündeten Verbrennungsmotor 2 und den ein konstantes Elektromotormoment bereitstellenden Elektromotor 3 geschaltete Kupplung 4 schlupfend geschlossen, nämlich derart, dass über der Zeit das von der Kupplung übertragene Kupplungsmoment ausgehend von einem ersten Anfangswert bis zu einem ersten Endwert linear erhöht wird. In Fig. 3 ist über der Zeit t das von der Kupplung 4 bereitgestellte Momente Mκ aufgetragen, wobei Fig. 3 entnommen werden kann, dass über der Zeit t durch zunehmendes schlupfendes Schließen der Kupplung 4 das von derselben übertragene Kupplungsmoment Mκ ausgehend von dem ersten Anfangswert Mκ, AI bis zum ersten Endwert Mκ, EI entlang einer Rampe linear erhöht wird.According to a first aspect of the present invention, when the internal combustion engine 2 is towed by the electric motor 3, the clutch 4 connected between the non-ignited internal combustion engine 2 and the electric motor 3 providing a constant electric motor 3 is closed in a slipping manner, namely in such a way that over time the clutch releases transmitted clutch torque is linearly increased from a first initial value to a first end value. In Fig. 3 is a function of time t the provided by the clutch 4 moments M κ applied, wherein Fig. 3 it can be seen that over the time t by increasing slippage of the closure of the clutch 4, the transmitted of the same clutch torque M κ, starting from the first initial value M K , AI up to the first end value M K , EI is linearly increased along a ramp.
Dann, wenn hierbei der nicht gezündete Verbrennungsmotor 2 zu drehen beginnt, wird aus dem Kupplungsmoment Mκ, bei welchem der nicht gezündete Verbrennungsmotor 2 zu drehen beginnt, das Losbrechmoment des Verbrennungsmotors 2 ermittelt. In Fig. 3 wird davon ausgegangen, dass zum Zeitpunkt ti der nicht gezündete Verbrennungsmotor zu drehen beginnt, sodass aus dem zu diesem Zeitpunkt ti von der Kupplung 4 übertragenen Kupplungsmoment Mκ LOS das Losbrechmoment des Verbrennungsmotors 2 bestimmt wird.Then, when the unillustrated internal combustion engine 2 starts to rotate, the breakaway torque of the internal combustion engine 2 is determined from the clutch torque M K , at which the non-ignited internal combustion engine 2 begins to rotate. In FIG. 3, it is assumed that the ignited internal combustion engine begins to rotate at the instant t 1, so that the breakaway torque of the internal combustion engine 2 is determined from the clutch torque M K L OS transmitted by the clutch 4 at this point in time.
Dann, wenn bei der linearen Erhöhung des von der Kupplung 4 übertragenen Kupplungsmoments Mκ ausgehend vom ersten Anfangswert Mκ AI in Richtung auf den ersten Endwert Mκ EI der Verbrennungsmotor 2 nicht zu drehen beginnt, wird die Kupplung 4 zwischen dem Verbrennungsmotor 2 und dem Elektromotor 3 derart schlupfend geschlossen, dass über der Zeit t das von der Kupplung 4 übertragene Kupplungsmoment Mκ ausgehend von einem zweiten Anfangswert Mκ A2 linear erhöht wird, und zwar so lange, bis der nicht gezündete Verbrennungsmotor 2 zu drehen beginnt.Then, when the internal combustion engine 2 does not start to rotate during the linear increase of the clutch torque M κ transmitted by the clutch 4, starting from the first initial value M κ AI in the direction of the first end value M κ EI, the clutch 4 between the internal combustion engine 2 and the Electric motor 3 slipping closed so that over time t the clutch torque transmitted by the clutch 4 M κ starting from a second initial value M κ A2 is linearly increased, namely until the unannealed engine 2 starts to rotate.
Aus dem Kupplungsmoment MK bei welchem dann der Verbrennungsmotor 2 zu drehen beginnt, wird wiederum das Losbrechmoment des Verbrennungsmotors 2 ermittelt. Vorzugsweise ist der zweite Anfangswert MK A2 größer als der erste Endwert Mκ EI , derselbe kann jedoch auch kleiner oder größer als der erste Endwert sein. In jedem Fall ist jedoch der zweite Anfangswert Mκ A2 größer als der erste Anfangswert Mκ AI -From the clutch torque M K at which then the internal combustion engine 2 starts to rotate, in turn, the breakaway torque of the engine 2 is determined. Preferably, the second initial value M K A2 is greater than the first final value M κ EI , but may be smaller or larger than the first end value. In any case, however, the second initial value M κ A2 is greater than the first initial value M κ AI -
Es liegt weiterhin im Sinne der hier vorliegenden Erfindung, dass dann, wenn auf die obige Art und Weise beim Anschleppen des Verbrennungsmotors 2 über den Elektromotor 3 das Losbrechmoment des Verbrennungsmotors 2 ermittelt wird, auf Basis des ermittelten Losbrechmoments des Verbrennungsmotors 2 den ersten Endwert Mκ EI ZU adaptieren, wobei hierzu das ermittelte Losbrechmoment des Verbrennungsmotors 2 mit einem Sicherheitsoffsetwert verrechnet wird, um dann abhängig hiervon den ersten Endwert Mκ EI anzupassen. Dann, wenn der nicht gezündete Verbrennungsmotor 2 bei der Erhöhung des Kupplungsmoments Mκ ausgehend vom ersten Anfangswert Mκ, AI ZU drehen beginnt, erfolgt die Adaption des ersten Endwerts Mκ, EI vorzugsweise derart, dass als neuer erster Endwert der Wert verwendet wird, der sich aus dem mit dem Sicherheitsoffsetwert verrechneten Losbrechmoment ergibt. Dann, wenn der nicht gezündete Verbrennungsmotor 2 bei der Erhöhung des Kupplungsmoments M« ausgehend vom zweiten Anfangswert Mκ, A2 ZU drehen beginnt, wird der erste Endwert vorzugsweise derart adaptiert, dass das aus dem Losbrechmoment und dem Sicherheitsoffsetwert ermittelte Moment mit dem bisherigen ersten Endwert zur Bestimmung des neuen ersten Endwerts im Sinne einer gewichteten Summe verrechnet wird.It is also within the meaning of the present invention that, when in the above manner when towing the engine 2 via the electric motor 3, the breakaway torque of the engine 2 is determined based on the determined breakaway torque of the engine 2, the first end value M κ EI to adapt, in which case the determined breakaway torque of the internal combustion engine 2 is offset with a safety offset value, in order then to adapt the first end value M K EI as a function of this. Then, when the non-ignited internal combustion engine 2 starts to rotate as the clutch torque M K increases from the first initial value M K, AI, the first end value M K , E I is preferably adapted such that the value is used as the new first end value. which results from the breakaway torque calculated with the safety offset value. Then, when the non-ignited internal combustion engine 2 starts to rotate as the clutch torque M "increases from the second initial value M K , A2 , the first end value is preferably adapted such that the torque determined from the breakaway torque and the safety offset value matches the previous first end value to determine the new first end value in the sense of a weighted sum.
Mit der hier vorliegenden Erfindung kann demnach der erste Endwert Mκ, EI mit Hilfe des beim Anschleppen ermittelten Losbrechmoments des Verbrennungsmotors 2 fortlaufend adaptiert werden, sodass über die gesamte Lebensdauer des Kraftfahrzeugs ein optimales Anschleppen des Verbrennungsmotors 2 über den Elektromotor 3 möglich ist.With the present invention, therefore, the first end value M κ, EI can be continuously adapted with the help of the determined during towing Losbrechmoments the internal combustion engine 2, so that over the entire life of the motor vehicle optimal towing the engine 2 via the electric motor 3 is possible.
Bei drehendem, jedoch nicht gezündetem Verbrennungsmotor kann dann das Reibmoment des Verbrennungsmotors unter Bestimmung der folgenden Momentenbilanz rechnerisch ermittelt werden:When the internal combustion engine is rotating but not ignited, the friction torque of the internal combustion engine can then be calculated by determining the following torque balance:
M VM, REIB = MK ~ JGESl *~ (MO) , M VM, REIB = M K ~ J GESl * ~ (MO),
UtUt
wobei MVM, REI B das Reibmoment des Verbrennungsmotors 2 ist, wobei MK das von der zwischen den Verbrennungsmotor 2 und den Elektromotor 3 geschalteten, schlupfenden Kupplung 4 übertragene Kupplungsmoment ist, wobei JGESI das Trägheitsmoment des Antriebsstrangs bis zur schlupfenden Kupplung 4 ist, und wobei w die Drehwinkelgeschwindigkeit des Verbrennungsmotors 2 ist. Nach einem zweiten Aspekt der hier vorliegenden Erfindung erfolgt das ermitteln des Losbrechmoments sowie Reibmoments des Verbrennungsmotors 2 zur Adaption bei vollständig geschlossener Kupplung 4, wobei dann das vom Elektromotor 3 bereitgestellte Elektromotormoment MEM ausgehend von einem ersten Anfangswert in Richtung auf einen ersten Endwert linear erhöht wird. Das erfindungsgemäße Verfahren läuft dann analog zum ersten Aspekt der hier vorliegenden Erfindung ab, wobei beim ersten Aspekt der hier vorliegenden Erfindung der Elektromotor 3 ein konstantes Elektromotormoment bereitstellt und die Kupplung 4 ein variables Kupplungsmoment überträgt, und wobei beim zweiten Aspekt der hier vorliegenden Erfindung die Kupplung 4 ein konstantes Kupplungsmoment überträgt und das vom Elektromotor bereitgestellte Elektromotormoment linear erhöht wird, um dann so das Losbrechmoment sowie Reibmoment des Verbrennungsmotors 2 zu ermitteln. Das Losbrechmoment des Verbrennungsmotors 2 wird dann aus dem vom Elektromotor 3 bereitgestellten Elektromotormoment ermittelt, bei welchem der nicht gezündete Verbrennungsmotor 2 zu drehen beginnt. Hinsichtlich aller weiterer Details kann auf den ersten Aspekt der Erfindung verwiesen werden.where M VM, REI B is the friction torque of the internal combustion engine 2, where MK is the clutch torque transmitted by the slipping clutch 4 connected between the engine 2 and the electric motor 3, where JG E S I is the moment of inertia of the driveline up to the slipping clutch 4 , and w is the rotational angular velocity of the internal combustion engine 2. According to a second aspect of the present invention, the determination of the breakaway torque and the friction torque of the internal combustion engine 2 for adaptation takes place at fully closed clutch 4, in which case the electric motor MEM provided by the electric motor 3 is increased linearly from a first initial value in the direction of a first final value. The inventive method is then analogous to the first aspect of the present invention, wherein in the first aspect of the present invention, the electric motor 3 provides a constant electric motor torque and the clutch 4 transmits a variable clutch torque, and wherein in the second aspect of the present invention, the clutch 4 transmits a constant clutch torque and the electric motor torque provided by the electric motor is increased linearly, so as then to determine the breakaway torque and friction torque of the engine 2. The breakaway torque of the internal combustion engine 2 is then determined from the electric motor torque 3 provided by the electric motor, in which the non-ignited internal combustion engine 2 starts to rotate. With regard to all further details, reference may be made to the first aspect of the invention.
Bei drehendem, jedoch nicht gezündetem Verbrennungsmotor kann nach dem zweiten Aspekt der Erfindung das Reibmoment des Verbrennungsmotors unter Bestimmung der folgenden Momentenbilanz rechnerisch ermittelt werden:In the case of a rotating but not ignited internal combustion engine, according to the second aspect of the invention, the friction torque of the internal combustion engine can be calculated by determining the following torque balance:
dd
M 1 VVMM ,. RREEIIBB = " M^ EEMM ~ * ^ GGEESS 22 *τ , W0) . dt M 1 VVMM,. RREEIIBB = " M ^ EEMM ~ * ^ GGEESS 22 * τ, W0). Dt
wobei MVM, REIB das Reibmoment des Verbrennungsmotors ist, wobei MEM das vom Elektromotor bereitgestellte Elektromotormoment ist, wobei JGES2 das Trägheitsmoment des Antriebsstrangs ist, und wobei w die Drehwinkelgeschwindigkeit des Verbrennungsmotors ist. Dann, wenn der Antriebsstrang ein Anfahrelement 7 bzw. 9 umfasst, welches sich im Schlupf befindet, entspricht das Trägheitsmoment JGES2 dem Trägheitsmoment des Antriebsstrangs bis zum schlupfenden Anfahrelement 7 bzw. 9. Dann hingegen, wenn kein schlupfendes Anfahrelement vorhanden ist, beträgt das Trägheitsmoment JGES2 dem Trägheitsmoment des gesamten Antriebsstrangs.where MVM , REIB is the friction torque of the internal combustion engine, where M EM is the electric motor torque provided by the electric motor, where J GE S 2 is the inertia of the powertrain, and w is the rotational angular velocity of the internal combustion engine. Then, if the drive train comprises a starting element 7 or 9, which is in slippage, the moment of inertia J G E S2 corresponds to the moment of inertia of the drive train to the slipping starting element 7 or 9. Then, however, if no slipping starting element is present the moment of inertia J GES2 the moment of inertia of the entire drive train.
Im Sinne der hier vorliegenden Erfindung wird demnach das Losbrechmoment des Verbrennungsmotors 2 und weiterhin vorzugsweise auch das Reibmoment desselben betriebspunktabhängig ermittelt und adaptiert, um so dass Anschleppen des Verbrennungsmotors 2 mit Hilfe des Elektromotors 3 optimal ausführen zu können. According to the present invention, therefore, the breakaway torque of the internal combustion engine 2 and further preferably also the friction torque of the same operating point determined and adapted so that towing of the engine 2 using the electric motor 3 can perform optimally.
BezuqszeichenREFERENCE CHARACTERS
1 Antriebsstrang1 powertrain
2 Verbrennungsmotor2 internal combustion engine
3 Elektromotor3 electric motor
4 Kupplung4 clutch
5 Getriebe5 gears
6 Abtrieb6 downforce
7 Kupplung / getriebeexternes Anfahrelement7 Coupling / external drive-off element
8 Antriebsstrang8 powertrain
9 getriebeinternes Anfahrelement 9 internal gear starting element

Claims

P ate n tan s p rü c h e P ate n tan sp r cheche
1. Verfahren zum Betreiben eines Antriebsstrangs eines Kraftfahrzeugs, wobei der Antriebsstrang zumindest einen Hybridantrieb mit einem Verbrennungsmotor und einem Elektromotor, eine zwischen den Verbrennungsmotor und den Elektromotor geschaltete Kupplung, ein zwischen dem Hybridantrieb und einem Abtrieb angeordnetes Getriebe, sowie vorzugsweise ein getriebeinternes oder getriebeexternes Anfahrelement umfasst, dadurch geken nzeich n et, dass beim Anschleppen des Verbrennungsmotors mit Hilfe des Elektromotors die zwischen den nicht gezündeten Verbrennungsmotor und den ein konstantes Elektromotormoment bereitstellenden Elektromotor geschaltete Kupplung derart schlupfend geschlossen wird, dass über der Zeit das von der Kupplung übertragene Kupplungsmoment ausgehend von einem ersten Anfangswert bis zu einem ersten Endwert linear erhöht wird, wobei dann, wenn hierbei der nicht gezündete Verbrennungsmotor zu drehen beginnt, aus dem Kupplungsmoment, bei welchem der nicht gezündete Verbrennungsmotor zu drehen beginnt, das Losbrechmoment des Verbrennungsmotors ermittelt wird, und wobei dann, wenn hierbei der nicht gezündete Verbrennungsmotor nicht zu drehen beginnt, die zwischen den nicht gezündeten Verbrennungsmotor und den Elektromotor geschaltete Kupplung derart schlupfend geschlossen wird, dass über der Zeit das von der Kupplung übertragene Kupplungsmoment ausgehend von einem zweiten Anfangswert linear erhöht wird, bis der nicht gezündete Verbrennungsmotor zu drehen beginnt, wobei aus dem Kupplungsmoment, bei welchem der Verbrennungsmotor zu drehen beginnt, das Losbrechmoment des Verbrennungsmotors ermittelt wird.A method of operating a powertrain of a motor vehicle, wherein the drive train comprises at least one hybrid drive with an internal combustion engine and an electric motor, a clutch connected between the internal combustion engine and the electric motor, a transmission arranged between the hybrid drive and an output, and preferably an internal or external gear drive element includes, characterized geken nzeich n et that when towing the engine with the help of the electric motor between the non-ignited engine and a constant electric motor torque providing electric motor switched clutch is slipping closed so that over time transmitted from the clutch torque from a clutch first starting value is linearly increased up to a first end value, wherein, when in this case the non-ignited internal combustion engine starts to rotate, from the clutch torque at which the unignited Verbr engine starts to rotate, the breakaway torque of the internal combustion engine is determined, and in which case, when the unannealed internal combustion engine does not start to rotate, the clutch connected between the non-ignited internal combustion engine and the electric motor is slipped shut in such a way that over time the of the Clutch transmitted clutch torque is increased linearly from a second initial value until the non-ignited internal combustion engine starts to rotate, from the clutch torque at which the internal combustion engine starts to rotate, the breakaway torque of the internal combustion engine is determined.
2. Verfahren nach Anspruch 1 , dadurch geken n zei c h n et, dass der zweite Anfangswert größer als der erste Anfangswert und vorzugsweise größer als der erste Endwert ist. 2. Method according to claim 1, characterized in that the second initial value is greater than the first initial value and preferably greater than the first final value.
3. Verfahren nach Anspruch 1 oder 2, dadurch geken nzei ch net, dass das ermittelte Losbrechmoment des Verbrennungsmotors mit einem Sicherheitsoffsetwert verrechnet wird, und dass abhängig von dem hierbei ermittelten Moment der erste Endwert adaptiert wird.3. The method of claim 1 or 2, characterized Porsche Style nzei ch net that the determined breakaway torque of the internal combustion engine is charged with a safety offset, and that is adapted depending on the case determined in this case, the first end value.
4. Verfahren nach Anspruch 3, dadurch geken n zei c h n et, dass der erste Endwert derart adaptiert wird, dass das aus dem Losbrechmoment und dem Sicherheitsoffsetwert ermittelte Moment als neuer erster Endwert verwendet wird, nämlich insbesondere dann, wenn der nicht gezündete Verbrennungsmotor bei der Erhöhung des Kupplungsmoments ausgehend vom ersten Anfangswert zu drehen beginnt.4. Method according to claim 3, characterized in that the first end value is adapted in such a way that the torque determined from the breakaway torque and the safety offset value is used as the new first end value, namely in particular when the non-ignited internal combustion engine is at the Increasing the clutch torque starts to rotate from the first initial value.
5. Verfahren nach Anspruch 3, dadurch geken n zei c h n et, dass der erste Endwert derart adaptiert wird, dass das aus dem Losbrechmoment und dem Sicherheitsoffsetwert ermittelte Moment mit dem bisherigen ersten Endwert zur Bestimmung des neuen ersten Endwerts verrechnet wird, nämlich insbesondere dann, wenn der nicht gezündete Verbrennungsmotor bei der Erhöhung des Kupplungsmoments ausgehend vom zweiten Anfangswert zu drehen beginnt.5. Method according to claim 3, characterized in that the first end value is adapted in such a way that the torque determined from the breakaway torque and the safety offset value is offset against the previous first end value for determining the new first end value, namely in particular then when the non-ignited internal combustion engine starts to rotate as the clutch torque increases from the second initial value.
6. Verfahren nach einem der Ansprüche 1 bis 5, dadurch geken n zeich ne t , bei einem drehenden, jedoch nicht gezündetem Verbrennungsmotor das Reibmoment des Verbrennungsmotors unter Bestimmung der folgenden Momentenbilanz rechnerisch ermittelt wird:6. The method according to any one of claims 1 to 5, characterized Porsche Style n sign ne, in a rotating, but not ignited internal combustion engine, the friction torque of the internal combustion engine is determined by calculation of the following moment balance:
M VM, REIB =MK ~ J GESl *~ (MO) ■ dt wobei MVM, REIB das Reibmoment des Verbrennungsmotors ist, wobei MK das von der zwischen den Verbrennungsmotor und den Elektromotor geschalteten, schlupfenden Kupplung übertragene Kupplungsmoment ist, wobei JGESI das Trägheitsmoment des Antriebsstrangs bis zur schlupfenden Kupplung ist, und wobei w die Drehwinkelgeschwindigkeit des Verbrennungsmotors ist. M VM, REIB = M K ~ J GESl * ~ (MO) ■ dt where MVM, REIB is the friction torque of the internal combustion engine, where MK is the clutch torque transmitted by the slipping clutch connected between the engine and the electric motor, where JG E S I is the moment of inertia of the driveline to the slipping clutch, and w is the rotational angular velocity of the internal combustion engine.
7. Verfahren zum Betreiben eines Antriebsstrangs eines Kraftfahrzeugs, wobei der Antriebsstrang zumindest einen Hybridantrieb mit einem Verbrennungsmotor und einem Elektromotor, eine zwischen den Verbrennungsmotor und den Elektromotor geschaltete Kupplung, ein zwischen dem Hybridantrieb und einem Abtrieb angeordnetes Getriebe, sowie vorzugsweise ein getriebeinternes oder getriebeexternes Anfahrelement umfasst, dadurch geken nzeich n et, dass beim Anschleppen des Verbrennungsmotors mit Hilfe des Elektromotors die zwischen den nicht gezündeten Verbrennungsmotor und den Elektromotormoment geschaltete Kupplung vollständig geschlossen und über der Zeit das vom Elektromotor bereitgestellte Elektromotormoment ausgehend von einem ersten Anfangswert bis zu einem ersten Endwert linear erhöht wird, wobei dann, wenn hierbei der nicht gezündete Verbrennungsmotor zu drehen beginnt, aus dem Elektromotormoment, bei welchem der nicht gezündete Verbrennungsmotor zu drehen beginnt, das Losbrechmoment des Verbrennungsmotors ermittelt wird, und wobei dann, wenn hierbei der nicht gezündete Verbrennungsmotor nicht zu drehen beginnt, das vom Elektromotor bereitgestellte Elektromotormoment ausgehend von einem zweiten Anfangswert linear erhöht wird, bis der nicht gezündete Verbrennungsmotor zu drehen beginnt, wobei aus dem Elektromotormoment, bei welchem der Verbrennungsmotor zu drehen beginnt, das Losbrechmoment des Verbrennungsmotors ermittelt wird.7. A method for operating a drive train of a motor vehicle, wherein the drive train at least one hybrid drive with an internal combustion engine and an electric motor, a clutch connected between the internal combustion engine and the electric motor, a arranged between the hybrid drive and an output gearbox, and preferably a gear internal or external gear drive-off element comprises, characterized geken nzeich et et that when towing the engine with the help of the electric motor switched between the non-ignited engine and the electric motor torque clutch completely closed and over time the electric motor provided by the electric motor torque starting from a first initial value to a first end value linearly is increased, wherein, when in this case the non-ignited internal combustion engine begins to rotate, from the electric motor torque at which the unannoked internal combustion engine starts to rotate, the breakaway nt of the internal combustion engine is determined, and wherein, in this case, when the non-ignited internal combustion engine does not start to rotate, the electric motor torque supplied by the electric motor is increased linearly from a second initial value until the non-ignited internal combustion engine begins to rotate, wherein the electric motor torque at which the internal combustion engine starts to rotate, the breakaway torque of the internal combustion engine is determined.
8. Verfahren nach Anspruch 7, dadurch geken n zei c h n et, dass der zweite Anfangswert größer als der erste Anfangswert und vorzugsweise größer als der erste Endwert ist.8. Method according to claim 7, characterized in that the second initial value is greater than the first initial value and preferably greater than the first final value.
9. Verfahren nach Anspruch 7 oder 8, dadurch geken nzei ch net, dass das ermittelte Losbrechmoment des Verbrennungsmotors mit einem Sicherheitsoffsetwert verrechnet wird, und dass abhängig von dem hierbei ermittelten Moment der erste Endwert adaptiert wird. 9. The method according to claim 7 or 8, characterized Porsche Style nzei ch net that the determined breakaway torque of the internal combustion engine is charged with a safety offset, and that is adapted depending on the determined here moment the first end value.
10. Verfahren nach Anspruch 9, dadurch geken nzeich net, dass der erste Endwert derart adaptiert wird, dass das aus dem Losbrechmoment und dem Sicherheitsoffsetwert ermittelte Moment als neuer erster Endwert verwendet wird, nämlich insbesondere dann, wenn der nicht gezündete Verbrennungsmotor bei der Erhöhung des Elektromotormoments ausgehend vom ersten Anfangswert zu drehen beginnt.10. The method according to claim 9, characterized Porsche Style nzeich net, that the first end value is adapted such that the determined from the breakaway torque and the safety offset value torque is used as a new first end value, namely in particular when the non-ignited internal combustion engine in increasing the Electric motor torque starts to rotate starting from the first initial value.
11. Verfahren nach Anspruch 9, dadurch geken nzeich net, dass der erste Endwert derart adaptiert wird, dass das aus dem Losbrechmoment und dem Sicherheitsoffsetwert ermittelte Moment mit dem bisherigen ersten Endwert zur Bestimmung des neuen ersten Endwerts verrechnet wird, nämlich insbesondere dann, wenn der nicht gezündete Verbrennungsmotor bei der Erhöhung des Elektromotormoments ausgehend vom zweiten Anfangswert zu drehen beginnt.11. Method according to claim 9, characterized in that the first end value is adapted such that the torque determined from the breakaway torque and the safety offset value is offset against the previous first end value for determining the new first end value, namely in particular when the Un ignited internal combustion engine starts to increase as the electric motor torque increases from the second initial value.
12. Verfahren nach einem der Ansprüche 7 bis 11 , dadurch geken n zeich n e t , bei einem drehenden, jedoch nicht gezündetem Verbrennungsmotor das Reibmoment des Verbrennungsmotors unter Bestimmung der folgenden Momentenbilanz rechnerisch ermittelt wird:12. The method according to any one of claims 7 to 11, characterized Porsche Style, characterized in that the friction torque of the internal combustion engine is determined by calculation of the following moment balance in a rotating, but not ignited internal combustion engine:
M VM, REIB = MEM ~ ^ GES 2 *" (^(0) . dt wobei MVM, REIB das Reibmoment des Verbrennungsmotors ist, wobei MEM das vom Elektromotor bereitgestellte Elektromotormoment ist, wobei JGES2 das Trägheitsmoment des Antriebsstrangs ist, und wobei w die Drehwinkelgeschwindigkeit des Verbrennungsmotors ist. M VM, REIB = M EM ~ ^ GES 2 * " (^ (0). Dt where MVM , REIB is the friction torque of the engine, where M E M is the electric motor torque provided by the electric motor, where J G E S2 is the moment of inertia of the powertrain where w is the rotational angular velocity of the internal combustion engine.
EP09780719A 2008-07-24 2009-07-16 Method for operating a drive train Withdrawn EP2300295A1 (en)

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DE102008040661.9A DE102008040661B4 (en) 2008-07-24 2008-07-24 Method for operating a drive train
PCT/EP2009/059164 WO2010010038A1 (en) 2008-07-24 2009-07-16 Method for operating a drive train

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