JP2013100081A - Hybrid drive train and method to control hybrid drive train - Google Patents

Hybrid drive train and method to control hybrid drive train Download PDF

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JP2013100081A
JP2013100081A JP2012236406A JP2012236406A JP2013100081A JP 2013100081 A JP2013100081 A JP 2013100081A JP 2012236406 A JP2012236406 A JP 2012236406A JP 2012236406 A JP2012236406 A JP 2012236406A JP 2013100081 A JP2013100081 A JP 2013100081A
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clutch
transmission
internal combustion
combustion engine
drive train
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Volker Gaertner
ゲルトナー フォルカー
Dominik Bender
ベンダー ドミニク
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Dr Ing HCF Porsche AG
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Dr Ing HCF Porsche AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • 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
    • B60W30/18072—Coasting
    • 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
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • 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
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Transmission Device (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid drive train and a method for controlling a hybrid drive train.SOLUTION: The hybrid drive train for vehicle includes: an internal combustion engine 4; an electric motor 6; a high voltage source 8; a separation clutch 10; an automated manual transmission 12; and a control device 18. The internal combustion engine 4 is coupled with a separation clutch 10. The separation clutch 10 is coupled with the automated manual transmission 12 so that the internal combustion engine 4 and the electric motor 6 may act on the transmission combinedly and/or separately and directly and/or indirectly, the electric motor is coupled to transmission input shaft 26 not to rotate relatively, and is formed as a dual clutch transmission where the automatic manual transmission 12 has the first transmission clutch 28 and the second transmission clutch 30.

Description

本発明は、内燃機関と、電動機と、高電圧源と、分離クラッチと、自動化されたマニュアルトランスミッションと、少なくとも１個の制御装置とを備え、内燃機関が分離クラッチの第１クラッチ機構に連結された内燃機関軸を備え、内燃機関と電動機が一緒にまたは別々に直接的におよび／または間接的にトランスミッション入力軸に作用するように、分離クラッチの第２クラッチ機構が自動化されたマニュアルトランスミッションのトランスミッション入力軸に連結され、電動機の回転子がトランスミッション入力軸に相対回転しないように連結されている、自動車用ハイブリッドドライブトレインに関する。   The present invention includes an internal combustion engine, an electric motor, a high voltage source, a separation clutch, an automated manual transmission, and at least one control device, and the internal combustion engine is coupled to a first clutch mechanism of the separation clutch. Manual transmission with an internal combustion engine shaft, wherein the second clutch mechanism of the separation clutch is automated such that the internal combustion engine and the motor act on the transmission input shaft directly and / or indirectly together or separately The present invention relates to a hybrid drive train for an automobile that is connected to an input shaft and connected so that a rotor of an electric motor does not rotate relative to a transmission input shaft.

ハイブリッドドライブトレインとハイブリッドドライブトレインを制御するための方法はかなり前から知られている。基本的には、直列式ハイブリッドドライブと並列式ハイブリッドドライブがある。さらに、この両ドライブ形式の混合形式がある。直列式ハイブリッドドライブの特徴はエネルギーコンバータの直列接続である。この場合、内燃機関は駆動輪に対して機械的に連結されていない。これに対して、並列式ハイブリッドドライブの場合には、内燃機関と電動機が駆動輪に機械的に連結されている。その結果、並列式ハイブリッドドライブは、スタート−ストップ−運転、ブレーキエネルギーの回収、純電気的運転、駆動時（ブースト時）の電動機による内燃機関の補助および内燃機関の負荷点移動のようないろいろな機能が可能であるという利点がある。純電気的な走行運転は、内燃機関が分離クラッチを介してトランスミッション入力軸から切り離されることによって可能になる。トランスミッションに関しては今日では一般的に、自動化されたマニュアルトランスミッションが使用される。自動化されたこのマニュアルトランスミッションにより、運転者はワンタッチ命令によってシフト命令を個人的に行うことができる。トランスミッションの迅速な応答を運転者に示すために、内燃機関とトランスミッション入力軸との間のドライブトレインを短時間遮断して、内燃機関を所望な回転数に調整する切り換え方式がしばしば用いられる。この切り換え方式の欠点は力の伝達の中断、すなわち車輪トルクが短時間だけゼロになることにある。これにより特に回収モードにおいて、回収エネルギーが失われ、事情によっては例えばショックのような強い走行障害が生じることになる。特に下記特許文献１は、この欠点を回避するハイブリッドドライブトレインを開示している。この場合、自動化された多段式マニュアルトランスミッションのシフト過程においてブレーキング中に少なくとも１個の被駆動輪のブレーキトルクがほぼ一定に保たれる。自動化されたマニュアルトランスミッションの手前にクラッチが接続配置されているかあるいはデュアルクラッチトランスミッションの場合には２個のクラッチが接続配置されている。このやり方によって、シフト命令に対する通常の即時性と応答特性が不利な影響を受けることがわかった。   Hybrid drivetrains and methods for controlling hybrid drivetrains have been known for some time. Basically, there are a series hybrid drive and a parallel hybrid drive. Furthermore, there is a mixed format of both drive formats. The characteristic of the series hybrid drive is the series connection of energy converters. In this case, the internal combustion engine is not mechanically connected to the drive wheels. On the other hand, in the case of the parallel hybrid drive, the internal combustion engine and the electric motor are mechanically connected to the drive wheels. As a result, parallel hybrid drives can be used in a variety of ways, such as start-stop operation, braking energy recovery, purely electric operation, assisting the internal combustion engine with a motor during driving (boost) and moving the load point of the internal combustion engine. There is an advantage that the function is possible. Purely electric running is enabled by disconnecting the internal combustion engine from the transmission input shaft via a separation clutch. As for transmissions, automated manual transmissions are generally used today. This automated manual transmission allows the driver to personally issue a shift command with a one-touch command. In order to show the driver a quick response of the transmission, a switching system is often used in which the drive train between the internal combustion engine and the transmission input shaft is shut off for a short time to adjust the internal combustion engine to the desired speed. The disadvantage of this switching method is that the transmission of force is interrupted, ie the wheel torque is zero for a short time. Thereby, especially in the recovery mode, the recovered energy is lost, and depending on the situation, a strong running obstacle such as a shock occurs. In particular, the following Patent Document 1 discloses a hybrid drive train that avoids this drawback. In this case, the brake torque of at least one driven wheel is kept substantially constant during braking in the shifting process of the automated multistage manual transmission. A clutch is connected in front of the automated manual transmission, or in the case of a dual clutch transmission, two clutches are connected. It has been found that this approach adversely affects the normal immediacy and response characteristics for shift instructions.

独国特許第１０２００５０１５４８５号明細書German Patent No. 102005015485

そこで、本発明の課題は、上述の欠点を回避する自動車用ハイブリッドドライブトレインを提供することである。   Therefore, an object of the present invention is to provide a hybrid drivetrain for automobiles that avoids the above-mentioned drawbacks.

この課題は本発明に従って、自動化されたマニュアルトランスミッションが第１トランスミッションクラッチと第２トランスミッションクラッチを有するデュアルクラッチトランスミッションとして形成されていることによって解決される。これにより、ドライブトレインは全部で３個のクラッチを備えている。この場合、シフト命令に対する通常の即時性を示すことができるようにするために、トランスミッションクラッチの代わりに内燃機関と電動機との間に分離クラッチを挿入することができる。この場合、特に、内燃機関の惰性運転時および回収モード時に、制御装置が分離クラッチによってシフト過程を開始するための手段を講じると有利である。本発明に係る装置により、分離クラッチは内燃機関を接続した回収下においてトランスミッションのシフト過程で用いられる。それによって、付加的なシフト要素である分離クラッチが回収下の即時的な惰性運転時シフトダウンを実現するために使用される。   This problem is solved according to the invention by the fact that the automated manual transmission is formed as a dual clutch transmission having a first transmission clutch and a second transmission clutch. As a result, the drive train has a total of three clutches. In this case, a separation clutch can be inserted between the internal combustion engine and the electric motor instead of the transmission clutch in order to be able to show normal immediacy with respect to the shift command. In this case, it is advantageous if the control device takes measures for starting the shift process by means of the separating clutch, especially during inertial operation and recovery mode of the internal combustion engine. With the device according to the invention, the separating clutch is used in the transmission shifting process under recovery with the internal combustion engine connected. Thereby, a separation clutch, which is an additional shift element, is used to realize an instantaneous coasting downshift under recovery.

課題はさらに、ハイブリッドドライブトレインを制御するための方法において、出発状態で、ハイブリッドドライブトレインが回収モードにあるように、内燃機関が惰性運転され、分離クラッチが閉鎖され、そして電動機が発電機として運転され、第１ステップにおいて制御装置内に、手動のまたは自動のシフト命令が存在し、第２ステップにおいて分離クラッチが開放され、第３ステップにおいて内燃機関の回転数調整がシフト命令に依存して行われ、第３ステップと同時に実施される第４ステップにおいてデュアルクラッチトランスミッションのオーバーラップ切り換えが行われ、内燃機関の不足する損失トルクを埋め合わせるために、電動機の回収トルクが高められ、第５ステップにおいて内燃機関の回転数調整が終了させられ、第６ステップにおいて分離クラッチが閉じられることによって解決される。さらに、第１ステップの後で、シフト命令の検査が制御装置で行われ、場合によっては新しいシフト命令が行われる。   The problem further lies in the method for controlling the hybrid drive train, in the starting state, the internal combustion engine is coasted, the separation clutch is closed, and the motor is operated as a generator so that the hybrid drive train is in recovery mode. In the first step, there is a manual or automatic shift command in the control device, the separation clutch is released in the second step, and the rotation speed adjustment of the internal combustion engine is performed depending on the shift command in the third step. In the fourth step, which is performed simultaneously with the third step, the overlap switching of the dual clutch transmission is performed, and the recovered torque of the motor is increased in order to make up for the insufficient loss torque of the internal combustion engine. The engine speed adjustment is terminated and the sixth Is solved by separating clutch is closed in step. In addition, after the first step, the shift instruction is checked in the controller, and in some cases a new shift instruction is performed.

本発明の実施形態が図に示してある。次に、この実施形態について説明する。   An embodiment of the invention is shown in the figure. Next, this embodiment will be described.

本発明に係る自動車用ハイブリッドドライブトレインの概略図である。It is the schematic of the hybrid drivetrain for motor vehicles based on this invention. 回収モードにおけるデュアルクラッチトランスミッションのシフト過程を概略的に示す。2 schematically shows a shift process of a dual clutch transmission in a recovery mode.

図１は、自動車用ハイブリッドドライブトレイン２を例示している。このハイブリッドドライブトレイン２は並列式ハイブリッドドライブとして形成されている。ハイブリッドドライブトレインは内燃機関４と、本実施形態では発電機としても運転可能である電動機６と、高電圧源８と、分離クラッチ１０と、差動装置１４を介して後輪１６にトルクを伝達するデュアルクラッチトランスミッション１２とを備えている。さらに、走行パラメータに依存して適当な駆動モードを選択し、特に運転者のシフト命令を実現する制御装置１８が設けられている。   FIG. 1 illustrates a hybrid drive train 2 for an automobile. The hybrid drive train 2 is formed as a parallel hybrid drive. The hybrid drive train transmits torque to the rear wheel 16 via the internal combustion engine 4, the electric motor 6 that can be operated as a generator in this embodiment, the high voltage source 8, the separation clutch 10, and the differential device 14. The dual clutch transmission 12 is provided. Furthermore, a control device 18 is provided which selects an appropriate drive mode depending on the travel parameters and in particular realizes the driver's shift command.

内燃機関４は分離クラッチ１０の第１クラッチ機構２２に相対回転しないように連結された内燃機関軸２０を備えている。分離クラッチ１０の第２クラッチ機構２４はデュアルクラッチトランスミッション１２のトランスミッション入力部２６に相対回転しないように連結されている。さらに、電動機６の図示していない回転子はトランスミッション入力部２６に相対回転しないように連結されている。トランスミッション入力部２６はデュアルクラッチトランスミッション１２に作用する。このデュアルクラッチトランスミッションは公知のごとく第１トランスミッションクラッチ２８と第２トランスミッションクラッチ３０を備え、このトランスミッションクラッチはそれぞれ第１トランスミッション部分３２と第２トランスミッション部分３４に連結されている。各トランスミッション部分のトルクはトランスミッション出力部３６と差動装置１４を経て駆動輪１６に伝達される。   The internal combustion engine 4 includes an internal combustion engine shaft 20 that is connected to the first clutch mechanism 22 of the separation clutch 10 so as not to rotate relative thereto. The second clutch mechanism 24 of the separation clutch 10 is connected to the transmission input portion 26 of the dual clutch transmission 12 so as not to rotate relative thereto. Further, a rotor (not shown) of the electric motor 6 is connected to the transmission input unit 26 so as not to rotate relatively. The transmission input unit 26 acts on the dual clutch transmission 12. As is well known, the dual clutch transmission includes a first transmission clutch 28 and a second transmission clutch 30, which are coupled to a first transmission portion 32 and a second transmission portion 34, respectively. The torque of each transmission part is transmitted to the drive wheel 16 via the transmission output 36 and the differential 14.

さらに、同時に回収を行う内燃機関４の惰性走行運転時にも、運転者が手動のシフト命令を直ちに実現することができるようにするために、制御装置１８は、分離クラッチ１０をデュアルクラッチトランスミッション１２のシフト過程に含める手段を備えている。これにより、連続的な回収のために必要である、駆動輪１６に対する電動機６の力伝達的な連結を中断することなく、内燃機関４を新たな所望回転数にきわめて速く調整することができる。   Further, in order to enable the driver to immediately implement a manual shift command even during inertial traveling operation of the internal combustion engine 4 that performs the recovery at the same time, the control device 18 connects the separation clutch 10 to the dual clutch transmission 12. Means included in the shift process. This makes it possible to adjust the internal combustion engine 4 to a new desired rotational speed very quickly without interrupting the force transmission connection of the electric motor 6 to the drive wheels 16 that is necessary for continuous recovery.

図２は回収モードにおけるデュアルクラッチトランスミッション１２のシフト過程を分離クラッチ１０と関連して概略的に示している。ｘ軸は時間ｔを示し、ｙ軸はその都度のトルクと回転数を示している。出発状態では、内燃機関４は回転数Ｖｎで惰性回転している。電動機６は同じ回転数Ｅｎで回転している。分離クラッチ１０とトランスミッションクラッチ２８が力伝達的に連結されているかまたは閉じているので、トルクは損失トルクと回収トルクの合計トルクとして、内燃機関４から第１トランスミッション部分３２を経て回転数Ｎ１で駆動輪１６に伝達される。分離クラッチ１０と第１トランスミッションクラッチ２８は過剰押し付け３８、４０（状態）で運転される。さらに、シフト過程において回収トルクはＲＮによって示してある。第２トランスミッションクラッチ３０は図示した出発位置では開放している、すなわちトルクを伝達しない。時点ｔｓｃｈで、回転数Ｎ２の新たな低いギア段への運転者のシフト命令が行われる。制御装置１８がこのシフト命令を実現するので、時点ｔｔｒｏで分離クラッチ１０が開放される。もし分離クラッチが過剰に押し付けられていれば、その間に、この過剰押し付けがなくなる。分離クラッチ１０の開放後直ちに、内燃機関４が制御装置１８によって所望の目標回転数Ｎ２に調節される。この場合、内燃機関はドライブトレインから切り離されている。さらに、第１トランスミッションクラッチ２８が過剰に押し付けられていれば、この過剰押し付けがなくなるので、時点ｔｕｂ１で、デュアルクラッチトランスミッション１２のオーバーラップ切り換えを開始することができる。この場合、分離クラッチの開放によってもはや存在しない内燃機関４の損失トルクを補うために、電動機６の回収トルクが高められる。オーバーラップ切り換えの間、電動機６の回転数適合が新たに入れられたギア段の目標回転数Ｎ２で行われる。デュアルクラッチトランスミッション１２のオーバーラップ切り換えは時点ｔｕｂ２で終了する。今や、第１トランスミッションクラッチ２８のトルクはゼロであり、第２トランスミッションクラッチ３０は接続されている。第６ステップにおいて時点ｔｔｒｓで、分離クラッチ１０が再び閉じ、内燃機関４の回転数調整が終了する。 FIG. 2 schematically shows the shifting process of the dual clutch transmission 12 in the recovery mode in connection with the separation clutch 10. The x-axis shows time t, and the y-axis shows the torque and the number of rotations in each case. The initial state, the internal combustion engine 4 has been coasting at a rotation speed V n. The electric motor 6 is rotating at the same rotational speed E n. Since the separation clutch 10 and the transmission clutch 28 are connected in force transmission or are closed, the torque is the total torque of the loss torque and the recovered torque, from the internal combustion engine 4 via the first transmission portion 32 and at the rotational speed N 1 . It is transmitted to the drive wheel 16. The separation clutch 10 and the first transmission clutch 28 are operated with excessive pressing 38 and 40 (state). Furthermore, the recovery torque in the shift process is indicated by R N. The second transmission clutch 30 is open at the illustrated starting position, that is, does not transmit torque. At time t sch , the driver's shift command to a new lower gear with a speed N 2 is issued. Since the control device 18 implements this shift command, the separation clutch 10 is released at the time point ttro . If the separating clutch is over-pressed, this over-pressing will disappear during that time. Immediately after the separation clutch 10 is released, the internal combustion engine 4 is adjusted to the desired target rotational speed N 2 by the control device 18. In this case, the internal combustion engine is disconnected from the drive train. Further, if the first transmission clutch 28 is excessively pressed, the excessive pressing is eliminated, and therefore, the overlap switching of the dual clutch transmission 12 can be started at the time t ub1 . In this case, the recovery torque of the electric motor 6 is increased in order to compensate for the loss torque of the internal combustion engine 4 that no longer exists due to the release of the separation clutch. During the overlap switching, the rotation speed adaptation of the electric motor 6 is performed at the newly set target rotation speed N 2 of the gear stage. The overlap switching of the dual clutch transmission 12 ends at time t ub2 . Now, the torque of the first transmission clutch 28 is zero and the second transmission clutch 30 is connected. In the sixth step, at time t trs , the separation clutch 10 is closed again, and the rotation speed adjustment of the internal combustion engine 4 is completed.

他の実施形態では、第１ステップの後で、シフト命令の検査が制御装置１８で行われ、そして場合によっては異なるシフト命令が行われる。   In other embodiments, after the first step, a shift instruction check is performed at the controller 18 and possibly a different shift instruction.

４ 内燃機関
６ 電動機
８ 高電圧源
１０ 分離クラッチ
１２ マニュアルトランスミッション
１８ 制御装置
２０ 内燃機関軸
２２ 第１クラッチ機構
２４ 第２クラッチ機構
２６ トランスミッション入力部
２８ 第１トランスミッションクラッチ
３０ 第２トランスミッションクラッチ DESCRIPTION OF SYMBOLS 4 Internal combustion engine 6 Electric motor 8 High voltage source 10 Separation clutch 12 Manual transmission 18 Control apparatus 20 Internal combustion engine shaft 22 1st clutch mechanism 24 2nd clutch mechanism 26 Transmission input part 28 1st transmission clutch 30 2nd transmission clutch

Claims (5)

内燃機関（４）と、電動機（６）と、高電圧源（８）と、分離クラッチ（１０）と、自動化されたマニュアルトランスミッション（１２）と、少なくとも１個の制御装置（１８）とを備え、前記内燃機関（４）が前記分離クラッチ（１０）の第１クラッチ機構（２２）に連結された内燃機関軸（２０）を備え、前記内燃機関（４）と前記電動機（６）が一緒にまたは別々に直接的におよび／または間接的にトランスミッション入力部（２６）に作用するように、前記分離クラッチ（１０）の第２クラッチ機構（２４）が自動化された前記マニュアルトランスミッション（１２）の前記トランスミッション入力部（２６）に連結され、前記電動機の回転子が前記トランスミッション入力部（２６）に相対回転しないように連結されている、自動車用ハイブリッドドライブトレインにおいて、
自動化された前記マニュアルトランスミッション（１２）が第１トランスミッションクラッチ（２８）と第２トランスミッションクラッチ（３０）を有するデュアルクラッチトランスミッションとして形成されていることを特徴とするハイブリッドドライブトレイン。 An internal combustion engine (4), an electric motor (6), a high voltage source (8), a separation clutch (10), an automated manual transmission (12), and at least one control device (18). The internal combustion engine (4) includes an internal combustion engine shaft (20) coupled to a first clutch mechanism (22) of the separation clutch (10), and the internal combustion engine (4) and the electric motor (6) are combined together. Alternatively, the manual clutch (12) of the manual transmission (12) in which the second clutch mechanism (24) of the separation clutch (10) is automated so as to act directly and / or indirectly on the transmission input (26) separately. Connected to a transmission input (26) and connected to the transmission input (26) so that the rotor of the motor does not rotate relative to the transmission input (26). In use hybrid drive train,
A hybrid drivetrain characterized in that the automated manual transmission (12) is formed as a dual clutch transmission having a first transmission clutch (28) and a second transmission clutch (30). 前記内燃機関（４）の運転時および回収モード時に、前記制御装置（１８）が前記分離クラッチ（１０）によってシフト過程を開始するための手段を講じることを特徴とする請求項１に記載のハイブリッドドライブトレイン。   2. The hybrid according to claim 1, characterized in that the control device (18) takes means for starting a shifting process by the separating clutch (10) during operation and recovery mode of the internal combustion engine (4). Drive train. 請求項１または２に記載のハイブリッドドライブトレインを制御するための方法において、
出発状態で、前記ハイブリッドドライブトレイン（２）が回収モードにあるように、前記内燃機関（４）が惰性運転され、前記分離クラッチ（１０）が閉鎖され、そして前記電動機（６）が発電機として運転され、
第１ステップにおいて前記制御装置（１８）内に、手動のまたは自動のシフト命令が存在し、
第２ステップにおいて前記分離クラッチ（１０）が開放され、
第３ステップにおいて前記内燃機関（４）の回転数調整が前記シフト命令に依存して行われ、
前記第３ステップと同時に実施される第４ステップにおいて、前記デュアルクラッチトランスミッション（１２）のオーバーラップ切り換えが行われ、前記内燃機関（４）の前記損失トルクを埋め合わせるために、前記電動機（６）の惰性回転トルクが高められ、
第５ステップにおいて前記内燃機関（４）の回転数調整がオーバーラップ切り換えの後に終了させられ、
第６ステップにおいて前記分離クラッチ（１０）が閉じられることを特徴とする方法。 A method for controlling a hybrid drivetrain according to claim 1 or 2,
In a starting state, the internal combustion engine (4) is coasted so that the hybrid drive train (2) is in recovery mode, the separation clutch (10) is closed, and the electric motor (6) serves as a generator. Driven,
In the first step there is a manual or automatic shift command in the control device (18),
In a second step, the separation clutch (10) is released,
In a third step, the rotational speed adjustment of the internal combustion engine (4) is performed depending on the shift command,
In a fourth step, which is performed simultaneously with the third step, the dual clutch transmission (12) is switched over to make up for the loss torque of the internal combustion engine (4). The inertial torque is increased,
In the fifth step, the rotational speed adjustment of the internal combustion engine (4) is terminated after the overlap switching,
Method according to claim 6, characterized in that the separation clutch (10) is closed in a sixth step. 前記第２ステップの手前において、使用中のクラッチ（２８、１０）の過剰押し付け（３８、４０）が解除され、
前記第６ステップの後において、過剰押し付け（４２、４４）が行われることを特徴とする請求項３に記載のハイブリッドドライブトレインを制御するための方法。 Before the second step, the excessive pressing (38, 40) of the clutch (28, 10) in use is released,
4. A method for controlling a hybrid drivetrain as claimed in claim 3, characterized in that after the sixth step, over-pressing (42, 44) is performed. 前記第１ステップの後で、シフト命令の検査が前記制御装置（１８）で行われ、場合によっては異なるシフト命令が行われることを特徴とする請求項３または４に記載のハイブリッドドライブトレインを制御するための方法。   Control of a hybrid drive train according to claim 3 or 4, characterized in that after said first step, a shift command check is performed in said control device (18), possibly a different shift command. How to do.
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DE102011055085A1 (en) 2013-05-08
RU2527592C2 (en) 2014-09-10

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