EP3688335A1 - Method for operating a drive train of a motor vehicle and drive train for a motor vehicle - Google Patents
Method for operating a drive train of a motor vehicle and drive train for a motor vehicleInfo
- Publication number
- EP3688335A1 EP3688335A1 EP18766192.1A EP18766192A EP3688335A1 EP 3688335 A1 EP3688335 A1 EP 3688335A1 EP 18766192 A EP18766192 A EP 18766192A EP 3688335 A1 EP3688335 A1 EP 3688335A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- temperature
- drive train
- damping medium
- primary part
- motor vehicle
- 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.)
- Pending
Links
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/002—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion characterised by the control method or circuitry
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
- F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
- F16F15/145—Masses mounted with play with respect to driving means thus enabling free movement over a limited range
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/16—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material
- F16F15/167—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material having an inertia member, e.g. ring
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/021—Engine temperature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/16—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material
- F16F15/162—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material with forced fluid circulation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2222/00—Special physical effects, e.g. nature of damping effects
- F16F2222/08—Inertia
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2228/00—Functional characteristics, e.g. variability, frequency-dependence
- F16F2228/001—Specific functional characteristics in numerical form or in the form of equations
- F16F2228/002—Temperature
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2228/00—Functional characteristics, e.g. variability, frequency-dependence
- F16F2228/06—Stiffness
- F16F2228/066—Variable stiffness
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2230/00—Purpose; Design features
- F16F2230/18—Control arrangements
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2232/00—Nature of movement
- F16F2232/02—Rotary
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2236/00—Mode of stressing of basic spring or damper elements or devices incorporating such elements
- F16F2236/08—Torsion
Definitions
- the invention relates to a method for operating a drive train of a motor vehicle according to the preamble of patent claim 1, and to a drive train for a motor vehicle according to the preamble of patent claim 10.
- the drive train comprises at least one centrifugal pendulum, which has at least one rotatable about a rotation axis primary part, at least one relative to the primary part, in particular about the axis of rotation, movable, in particular rotatable, secondary part and at least one damping medium, by means of which relative movements, in particular relative rotation, between the Primary part and the secondary part are hydraulically attenuated or to be damped.
- the secondary part and the primary part are in particular within certain limits, and in particular between two end positions, but not beyond the end positions, relative to each other, in particular about the axis of rotation, movable, in particular rotatable, being characterized by these relative movements or rotations between the primary part and the secondary part and by means of the damping medium, for example, torsional or torsional vibrations of at least one example designed as a shaft component of the drive train can be attenuated.
- DE 10 2014 213 601 A1 discloses a method for driving an electric motor in a drive train of a motor vehicle.
- DE 10 2015 21 1 697 A1 discloses a centrifugal pendulum device which has an axis of rotation, a pendulum mass carrier rotatable about the axis of rotation and pendulum masses displaceably arranged on pendulum mass carriers along pendulum tracks between two end positions.
- Object of the present invention is to develop a method and a drive train of the type mentioned in such a way that a particularly quiet and efficient operation of the drive train can be realized. This object is achieved by a method with the features of claim 1 and by a drive train with the features of claim 10.
- Advantageous embodiments with expedient developments of the invention are specified in the remaining claims.
- a first aspect of the invention relates to a method for operating a drive train of a motor vehicle, in particular a motor vehicle and, for example, a passenger car.
- the drive train comprises at least one centrifugal pendulum, which has at least one rotatable about a rotation axis primary part, at least one relative to the primary part, in particular about the axis of rotation, movable, in particular rotatable, secondary part and at least one damping medium.
- the damping medium relative movements, in particular relative rotations, are hydraulically damped between the primary part and the secondary part or, as part of the method, relative movements, in particular relative rotations, between the primary part and the secondary part are hydraulically damped by means of the damping medium.
- torsional vibrations of at least one component of the drive train can be damped, wherein the torsional vibrations are also referred to as torsional vibrations.
- the component is a shaft which is rotatable about the named axis of rotation, for example.
- the primary part is at least indirectly, in particular directly, coupled to the shaft and thereby driven by the shaft and thus about the axis of rotation, in particular relative to a housing of the drive train, is rotatable or rotated.
- the damping medium is used to dampen radial vibrations of the primary part and of the secondary part, that is to say relative movements between the primary part and the secondary part.
- the secondary part is, for example, rotationally fixedly coupled to a further component of the drive train and / or received in a receiving space, for example, at least partially, in particular at least predominantly or completely, delimited by the primary part, in which the damping medium is accommodated.
- a plurality of secondary parts may be provided, wherein the secondary parts are designed, for example, as pendulum masses or act.
- the respective pendulum mass is simply referred to as a pendulum.
- the primary märteil a pendulum mass carrier on which the respective pendulum mass can be held.
- the secondary part in particular the pendulum mass, within certain limits, and in particular between two end positions, but not beyond the end positions, relative to the primary part displaced, in particular rotatable about the axis of rotation, wherein such relatively to the primary part displacements of the secondary part, in particular the pendulum mass to dampen hydraulically by means of the damping medium or are attenuated.
- the damping medium flows during relative rotation between the primary part and the secondary part through at least one gap from a first chamber into a second chamber, whereby the relative movements can be damped.
- the damping medium thus has a damping effect, by means of which the relative movements between the primary part and the secondary part, in particular radial vibrations between the primary part and the secondary part, are damped.
- the damping effect of the damping medium is reduced compared to higher temperatures, so that, for example, the secondary part can reach stops when the respective end position is reached, ie it can come into contact with respective stops.
- the stops limit, for example, the relative movements between the primary part and the secondary part.
- the secondary part can strike against the stops, whereby unwanted, can be caused by occupants of the motor vehicle acoustically perceptible noise.
- boundary conditions can occur be varied with respect to the operation of the drive train, in particular in dependence on the temperature of the damping medium.
- changing the boundary conditions can cause limitations and disadvantages in other areas such as driving behavior or fuel consumption.
- centrifugal pendulum is usually a rotating system which rotates during operation of the drive train. This is usually the case because the primary part is rotatably connected to the aforementioned component, for example, with the secondary part rotates with the primary part.
- a measurement to be carried out by means of a temperature sensor or detection of the temperature of the damping medium is not or only with great difficulty realized in such a rotating system and thus costly.
- the temperature of the damping medium can be determined precisely and in a simple and cost-effective manner.
- the damping medium in particular its temperature, is simulated by the named computer model, in particular at least physically and / or chemically, wherein the computer model is stored, for example, in the electronic computer.
- a detection or measurement of the temperature of the damping medium caused by a temperature sensor is omitted.
- At least one component of the drive train is operated in dependence on the calculated temperature. This makes it possible to adjust the operation of the drive train to the temperature, so that especially at low temperatures, the excessive formation of unwanted noise can be avoided. It is conceivable, for example, to operate the drive train, at least temporarily, in an operating state in which, even at low temperatures, in particular of the damping medium, the impact described above does not occur. Since the temperature of the damping medium can be calculated very precisely in the context of the method according to the invention, the operating state can be kept particularly short, so that excessive energy consumption, in particular fuel consumption can be avoided.
- a further embodiment is characterized in that the drive train has at least one drive motor designed for driving the motor vehicle, by means of which at least the primary part is driven and thereby rotated about the axis of rotation.
- the drive motor is, for example, an internal combustion engine, by means of which the motor vehicle can be driven.
- the drive motor has an output shaft designed, for example, as a crankshaft, via which at least the primary part or the centrifugal pendulum can be driven in its entirety and thereby rotated or rotated about the axis of rotation, in particular relative to a housing of the drive motor.
- the centrifugal pendulum sway torsional or torsional vibrations of the output shaft can be damped, so that a particularly quiet and thus comfortable running of the drive motor can be displayed. This ensures a particularly comfortable operation.
- the damping medium In order to safely avoid excessive noise even at low temperatures, in particular of the damping medium, it is provided in a further embodiment of the invention that, depending on the determined temperature, a load of the drive motor and / or a speed at which a Abtrieswelle the drive motor turns, is set. In order to calculate the temperature of the damping medium particularly precisely, it is provided in a further embodiment of the invention that the temperature of the damping medium is calculated on the basis of the computer model in dependence on the speed and / or the load of the drive motor.
- the temperature is calculated on the basis of the computer model as a function of a temperature of a coolant, in particular designed as a coolant, for cooling the drive motor.
- a coolant By means of the coolant, heat can be introduced into the damping medium, whereby the damping medium is heated by means of the coolant.
- a heat discharge from the damping medium is effected by means of the coolant, whereby the damping medium is cooled.
- the damping medium is cooled or heated by means of the coolant, depending on the operating state of the internal combustion engine.
- the temperature of the damping medium is calculated as a function of a fluid designed in particular as a fluid for actuating a transmission of the drive train.
- the fluid for actuating the transmission is also referred to as ATF (automatic transmission fluid) and used, for example, to control hydraulic elements of the transmission.
- ATF automatic transmission fluid
- torques which are provided by the drive motor via its output shaft can be converted in the opposite to different torques.
- a heat input and / or a heat discharge into or out of the damping medium can be effected, in particular according to the operating state of the transmission or of the drive motor. Since it is now preferably provided to take into account the fluid or its temperature when calculating the temperature of the damping medium, the temperature of the damping medium can be calculated precisely and thereby determined in a simple manner.
- a fat is used as the damping medium.
- an oil as the damping medium.
- a fat is used as the damping medium.
- a difference between fat and oil is that the fat at room temperature, that is at 22 degrees Celsius, is solid, while the oil at room temperature or at 22 degrees Celsius is liquid.
- the fat has a particularly high viscosity, whereby the relative movements between the primary part and the secondary part or radial vibrations of the centrifugal pendulum and thus torsional vibrations can thus be particularly well damped.
- a second aspect of the invention relates to a drive train for a motor vehicle, in particular for a motor vehicle such as a passenger car.
- the drive train according to the invention comprises at least one centrifugal pendulum which has at least one rotatable about a rotation axis primary part, at least one movable relative to the primary part secondary part and at least one damping medium by means of which relative movements between the primary part and the secondary part are hydraulically damped or attenuated.
- the relative movements between the primary part and the secondary part can result by a rotation of the primary part about the axis of rotation.
- the relative movements between the primary part and the secondary part are in particular relative rotations between the primary part and the secondary part, wherein these relative rotations extend, for example, about the axis of rotation.
- the drive train has an electronic computing device which is designed to calculate at least one temperature of the damping medium based on a computer model.
- the drive train according to the second aspect of the invention is designed to carry out a method according to the first aspect of the invention.
- Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention and vice versa.
- FIG. 1 a schematic representation of a drive train according to the invention for a motor vehicle
- FIG. 2 shows a flow chart for illustrating a method according to the invention for operating the drive train.
- the same or functionally identical elements are provided with the same reference numerals.
- Fig. 1 shows a schematic representation of a drive train 10 for a motor vehicle, in particular for a motor vehicle such as a passenger car.
- the drive train 10 comprises at least one centrifugal pendulum 12, which has at least one rotatable about a rotation axis 14 primary part 16 and at least one relative to the primary part 16 movable secondary part 18.
- the centrifugal pendulum 12 comprises at least one damping medium 20 shown particularly schematically in FIG. 1, by means of which relative movements between the primary part 16 and the secondary part 18 are to be hydraulically damped or damped, in particular during operation of the drive train 10.
- the drive train 10 further includes a drive motor 22, which is designed, for example, as an internal combustion engine, in particular as a reciprocating internal combustion engine.
- the drive motor 22 has at least one motor housing 24, which is a housing of the drive train 10.
- the drive motor 22 comprises an output shaft 26 designed, for example, as a crankshaft, which is rotatably mounted on the motor housing 24 and is thus rotatable about the rotational axis 14 relative to the motor housing 24.
- the output shaft 26 rotates about the rotational axis 14 relative to the motor housing 24, wherein the drive motor 22 via the output shaft 26 at least provides a torque for driving the motor vehicle.
- the primary part 16 is at least indirectly, in particular directly, connected or coupled to the output shaft 26 so that the primary part 16 is driven by the drive motor 22 via the output shaft 26 and thereby rotated about the rotation axis 14, in particular relative to the motor housing 24 ,
- the primary part 16 is coupled, at least indirectly, in particular directly, to the output shaft 26 in a rotationally fixed manner.
- the centrifugal pendulum 12 has the secondary part 18 as the only secondary part and thus exactly one secondary part in the form of the secondary part 18.
- the output shaft 26 is for example a first component of the drive train 10.
- the secondary part 18 rotatably connected to another component, for example in the form of another shaft 28 of the drive train 10.
- the centrifugal force pendulum 12 has a plurality of secondary parts 18, that is, a plurality of secondary parts.
- the respective secondary part 18 is for example a pendulum mass, which is simply referred to as a pendulum.
- the centrifugal pendulum 12 has a plurality of pendulum masses.
- the secondary part 18 is accommodated, for example, in a receiving space which is at least partially, in particular at least predominantly or completely, bounded or formed by the primary part 16.
- the damping medium 20 is received in the receiving space.
- the primary part 16 is rotatably connected to the further component in the form of the further shaft 28. Overall, it can be seen that, for example, the shaft 28 is driven by the centrifugal force pendulum 12 of the output shaft 26 and thus of the drive motor 22 and is driven.
- the shaft 28 is, for example, a transmission input shaft of a transmission 30 of the drive train 10 or at least indirectly, in particular directly, rotatably connected to the transmission input shaft.
- the torque provided by the drive motor 22 via the output shaft 26 can be transmitted via the centrifugal force pendulum 12 to the shaft 28 and introduced into the transmission 30 via the shaft 28.
- the transmission 30 is, for example, an automatic transmission and can be designed in particular as a converter automatic transmission.
- the transmission 30 is designed as a hydraulically actuated transmission, so that the transmission 30 can be operated, in particular actuated, for example by means of a fluid, which is designed in particular as a fluid, which is also referred to as a transmission fluid.
- the transmission fluid is used to actuate or switch at least one or more shift elements of the transmission 30 and, in particular, to move relative to a transmission housing 32 of the transmission 30.
- the primary part 16 and the secondary part 18 may be formed, for example, flows at least a portion of the damping medium 20 through at least one gap from a first chamber into a second chamber, wherein the chambers are, for example, components of the respective receiving space.
- the damping medium 20 has a damping function, by means of which the primary part 16 and the secondary part 18 or their relative movements are mutually attenuated.
- the primary part 16 and the secondary part 18 are not movable relative to each other between two end positions beyond the end positions, in particular are rotatable.
- the end positions are defined or formed, for example, by respective stops.
- the damping medium 20 now has a particularly low temperature, which results, for example, from low outside temperatures or ambient temperatures, then the secondary part 18 may, in comparison to the higher temperatures, come to rest against the relative movement between the primary part 16 and the secondary part 18 strikes the respective stop hard if no appropriate countermeasures are taken. For this hard striking unwanted noise can result, which can be perceived by occupants of the vehicle acoustically.
- the drive train 10 comprises a particularly schematically illustrated in Fig. 1 electronic computing device 34, which is adapted to a reference Computational model to calculate at least one temperature of the damping medium 20.
- a method for operating the drive train 10 is provided, wherein in the method by means of the electronic computing device 34 of the drive train 10 based on the computing model, the at least one temperature of the damping medium 20 is calculated. It is preferably provided that a by a Temperature sensor caused detection or measurement of the temperature of the damping medium 20 is omitted.
- centrifugal pendulum pendulum 12 in that at least the primary part 16 and the centrifugal pendulum 12 is driven in total by the output shaft 26 and thereby rotated about the rotation axis 14, a rotating system in which the detection of the temperature by means of a temperature sensor is not or only very expensive is possible. This is preferably avoided.
- FIG. 2 shows a flowchart by means of which the method is explained in more detail.
- the method comprises, for example, a block 36 which, for example, comprises the calculation model.
- the temperature is calculated.
- the centrifugal pendulum 12 is a dual mass flywheel (DMF), so that the temperature is formed, for example, as a ZMS temperature.
- DMF dual mass flywheel
- the temperature of the damping medium 20 is calculated on the basis of the computer model as a function of a rotational speed and / or a load of the drive motor 22.
- a heat and / or temperature input into the damping medium 20 is calculated via engine speed and load or engine torque.
- a double arrow 40 illustrates that the temperature of the damping medium 20 is calculated on the basis of the computer model as a function of a temperature of a cooling medium, in particular designed as a liquid, for cooling the drive motor 22.
- the temperature of the damping medium 20 is calculated as a function of the temperature input on engine speed and engine torque and on the input or output via the coolant.
- the double arrow 40 it is illustrated that, in particular after the operating state of the drive train 10, the damping medium 20 by means of Can be heated or cooled coolant, which is taken into account in the process.
- An arrow 42 illustrates that the temperature of the damping medium 20 is calculated as a function of revolutions of the drive motor 22, in particular of the output shaft 26, and in dependence on a current model temperature.
- a weighting takes place via the engine torque, which is illustrated in FIG. 2 by an arrow 44.
- the heat or temperature input via engine revolutions and current model temperature is filtered by means of a filter 46 and finally fed to the block 36.
- a temperature of the transmission fluid is used with activated ignition of the motor vehicle.
- the temperature of the damping medium 20 is calculated on the basis of the computer model as a function of the transmission fluid for actuating the transmission 30.
- the damping medium 20 can be cooled or heated by means of the transmission fluid, so that depending on the operating state of the drive train 10, a heat or heat transfer from the Dämpfungsmedi- 20 is effected by means of the transmission fluid 20 in the damping medium 20 or a temperature ,
- the temperature of the damping medium 20 depends on the load of the drive motor 22, on the rotational speed with which the output shaft 26 rotates, and on the transmission 30, in particular as a function of the transmission fluid or Depending on the temperature of the transmission fluid is calculated.
- a fat is used as the damping medium 20, whereby the radial vibrations can be particularly advantageously damped.
- the load and / or the rotational speed of the drive motor 22 are or will be set as a function of the calculated temperature. In this way, it is possible, for example, at low temperatures of Dämp- 20 to set a higher speed than in the case of higher temperatures, thereby avoiding the above-described striking.
- operating conditions with such an increased engine speed can be kept particularly short by the fact that the temperature of the damping medium 20 can be calculated particularly precisely, so that excessive energy consumption, in particular fuel consumption, can be avoided. As a result, a particularly quiet and efficient operation can be displayed.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Vibration Prevention Devices (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102017216976.1A DE102017216976B4 (en) | 2017-09-25 | 2017-09-25 | Method for operating a drive train of a motor vehicle |
PCT/EP2018/073856 WO2019057495A1 (en) | 2017-09-25 | 2018-09-05 | Method for operating a drive train of a motor vehicle and drive train for a motor vehicle |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3688335A1 true EP3688335A1 (en) | 2020-08-05 |
Family
ID=63528751
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP18766192.1A Pending EP3688335A1 (en) | 2017-09-25 | 2018-09-05 | Method for operating a drive train of a motor vehicle and drive train for a motor vehicle |
Country Status (5)
Country | Link |
---|---|
US (1) | US11300175B2 (en) |
EP (1) | EP3688335A1 (en) |
CN (1) | CN111094790B (en) |
DE (1) | DE102017216976B4 (en) |
WO (1) | WO2019057495A1 (en) |
Family Cites Families (15)
Publication number | Priority date | Publication date | Assignee | Title |
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AU2001263753A1 (en) * | 2000-04-10 | 2001-10-23 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Clutch assembly |
DE10316442A1 (en) | 2002-04-10 | 2003-10-30 | Luk Lamellen & Kupplungsbau | Detecting defect when selecting and/or shifting gearbox actuation system involves checking plausibility of measured and applied signals, with selection movement being checked while pressing from right to left |
EP1497151B1 (en) * | 2002-04-10 | 2009-04-08 | LuK Lamellen und Kupplungsbau Beteiligungs KG | Method for operating a motor vehicle |
DE102005020961A1 (en) * | 2005-05-06 | 2006-11-09 | Deschler, Gerhard, Dipl.-Ing. | Crankshaft oscillation dampener has a ring separated from housing by a highly viscous medium in a varying electrical field |
DE102005031813A1 (en) * | 2005-07-06 | 2007-01-18 | Zf Friedrichshafen Ag | Torsional vibrations absorbing unit, comprises additional facility for adjusting device to vibration level |
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DE102015211697A1 (en) | 2015-06-24 | 2016-12-29 | Schaeffler Technologies AG & Co. KG | Centrifugal pendulum device |
JP6446020B2 (en) * | 2016-11-29 | 2018-12-26 | 本田技研工業株式会社 | Active vibration isolation device and active vibration isolation method |
-
2017
- 2017-09-25 DE DE102017216976.1A patent/DE102017216976B4/en active Active
-
2018
- 2018-09-05 CN CN201880059044.8A patent/CN111094790B/en active Active
- 2018-09-05 US US16/644,638 patent/US11300175B2/en active Active
- 2018-09-05 EP EP18766192.1A patent/EP3688335A1/en active Pending
- 2018-09-05 WO PCT/EP2018/073856 patent/WO2019057495A1/en unknown
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DE102017216976B4 (en) | 2024-07-25 |
US20210062889A1 (en) | 2021-03-04 |
WO2019057495A1 (en) | 2019-03-28 |
CN111094790B (en) | 2022-07-22 |
DE102017216976A1 (en) | 2019-03-28 |
CN111094790A (en) | 2020-05-01 |
US11300175B2 (en) | 2022-04-12 |
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