WO2010057731A1 - Procédé de détection d'un couple de rotation à réglage automatique pour une propulsion hybride - Google Patents

Procédé de détection d'un couple de rotation à réglage automatique pour une propulsion hybride Download PDF

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Publication number
WO2010057731A1
WO2010057731A1 PCT/EP2009/063589 EP2009063589W WO2010057731A1 WO 2010057731 A1 WO2010057731 A1 WO 2010057731A1 EP 2009063589 W EP2009063589 W EP 2009063589W WO 2010057731 A1 WO2010057731 A1 WO 2010057731A1
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WO
WIPO (PCT)
Prior art keywords
torque
clutch
predetermined
drive unit
separating clutch
Prior art date
Application number
PCT/EP2009/063589
Other languages
German (de)
English (en)
Inventor
Kazumasa Sakuta
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to US13/130,667 priority Critical patent/US8671781B2/en
Publication of WO2010057731A1 publication Critical patent/WO2010057731A1/fr

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Classifications

    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—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
    • 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
    • B60L2240/421—Speed
    • 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
    • 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
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of the vehicle
    • 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
    • B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
    • B60W2510/0225—Clutch actuator position
    • 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
    • B60W2510/0275—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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine 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
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—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
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/022—Clutch actuator position
    • 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
    • B60W2710/025—Clutch slip, i.e. difference between input and output speeds
    • 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
    • B60W2710/081—Speed
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • 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 present invention relates to the field of disconnect couplings in hybrid vehicles.
  • a hybrid drive which has an internal combustion engine ICE, a clutch KO, an electric motor EM, a further clutch K2 and a transmission module TR.
  • the separating clutch KO is provided to separate the internal combustion engine ICE from the drive train or to reconnect with this.
  • the separating clutch KO is opened and the internal combustion engine ICE is switched off.
  • the internal combustion engine ICE can first be mechanically driven by means of the separating clutch KO, for example, to achieve a predetermined speed.
  • the separating clutch KO is operated in a slip state in which it is not completely closed.
  • the separating clutch KO is connected to the drive train on the side of the electric motor. Therefore, it is particularly important for the ride comfort to control the slip of the clutch KO exactly in the hybrid mode.
  • DE 105 40 921 A1 discloses in In this context, a system for controlling a servo clutch, in which the clutch control is optimized.
  • Fig. 2A shows a time course of a
  • FIG. 2B shows a time characteristic of a rotational speed of the electric motor
  • FIG. 2C shows a state curve P of the separating clutch KO, which can assume all states between an open and a fully closed state.
  • the state curve P of the separating clutch KO is determined by a course of the closing positions of the separating clutch KO.
  • the disconnect clutch KO is in a slip state when partially closed and in an open state when fully opened.
  • the torque of the electric motor is linearly increased to a resultant torque 201 and then ramped again.
  • the speed of the electric motor shown in Fig. 2B decreases due to an increasing clutch transmission torque, with decreasing torque, it increases again, however.
  • the disconnect clutch KO is slowly closed from an open state 203, and thus is in continuous slippage.
  • the separating clutch KO is closed until a position 205 has been reached, in which the resulting, adjusting torque 201 is established.
  • the electromotive torque is kept as constant as possible at the main drive shaft.
  • the speed of the electric motor is kept constant by a speed controller, for example at 500 rpm.
  • the disconnect clutch KO is slowly closed. It tries the
  • Speed controller to keep the speed of the electric motor, for example by generating an additional torque constant.
  • a position of the separating clutch KO is detected at the time 205, in which the electromotive torque has increased, for example, by 10 Nm. In this way, the so-called touch point of the separating clutch KO can be detected, in which the transmitted torque is 0 Nm.
  • a disadvantage of the method described above is that it may take about 3 to 10 seconds until the adjusting torque was detected when closing the clutch KO. This is due to the fact that the speed of the closing clutch KO must be lower than the reaction speed of the speed controller controlling the electric motor. As a result, the closing position of the separating clutch KO at the time 205 can be detected only in response to the torque which has been increased by the speed controller.
  • Another disadvantage is that the separating clutch KO, which is in the slip state over a relatively long period of time, has to withstand higher torques, which can damage it. For this reason, the learning range to be considered for the detection of the self-adjusting torque should have lower torques than these higher ones
  • Coupling KO transmitting torque is low, with a higher mechanical tolerance and thus to expect a lower closing accuracy of the clutch KO. For this reason, the method is carried out in a mechanically unstable region, so that the adjusting torque when closing the clutch KO can not be detected accurately. Disclosure of the invention
  • the invention is based on the finding that the torque which arises can be detected efficiently in a closed position of the separating clutch, if it is not closed slowly, but decidedly in a predetermined closing position, in which the separating clutch is in a slip state and only partially closed , is brought.
  • the self-adjusting torque can be, for example, the adjusting torque on the clutch or the self-adjusting clutch transmission torque.
  • the self-adjusting torque can also mechanical loss work, such as wear of the clutch plates, temperature rise and / or inertia u.a. include.
  • the self-adjusting torque can also be that torque with which the separating clutch loads a drive unit in the predetermined closing position.
  • the electromotive torque can be increased by a predetermined torque, whereby the resulting torque can be selectively and selectively detected.
  • the separating clutch is closed by the known methods for the entire detection period, for example, linear and thus exposed to heavier loads.
  • the separating clutch is less thermally and mechanically loaded, so that the clutch wear is reduced overall. Furthermore, a provision of the adjusting torque even at higher torques
  • Disconnect coupling possible whereby a higher detection accuracy is achieved. Furthermore, a characteristic can also be recorded at different levels of torque, which avoids the disadvantage that the characteristic calculation is possible only on the basis of measurements in the low torque range. According to the self-adjusting torque can be detected even at relatively low speeds, because the electric motor, in contrast to an internal combustion engine, also applies a high torque at lower speeds. Due to the lower mechanical clutch load, therefore, a lesser clutch wear and a lower clutch temperature are to be expected. In addition, the inventive concept is accurate because system influences such as noise are not included in the calculation.
  • the self-adjusting torque is detected at the separating clutch, in particular when the internal combustion engine is at a standstill and, in particular, at a speed-controlled electric motor which is constantly rotating, for example.
  • a predetermined torque for the governor is selected and changed based on the expected torque, for example, the decelerating clutch torque or the resulting clutch transmission torque, for example, from a look-up table, if the present torque at the
  • the invention relates to a method for detecting an adjusting torque for or in a hybrid drive, wherein the Hybrid drive a first drive unit, in particular an electric motor, and a second drive unit, in particular an internal combustion engine, wherein the drive units can be coupled by means of a separating clutch.
  • the separating clutch is transferred to a predetermined closing position, the torque of the first drive unit changed, and the adjusting torque detected at the predetermined closing position in response to the change of the torque of the first drive unit.
  • the first drive unit is operated before the transfer of the separating clutch in the predetermined closing position at a predetermined speed, and the torque of the first
  • the torque of the first drive unit is before the change of the torque of the first drive unit such that again sets a constant speed of the first drive unit, the torque of the first drive unit to a function of the predetermined
  • the method step of changing the torque of the first drive unit is thus accelerated such that a constant speed of the first drive unit sets again, since only a small, remaining torque deviation has to be compensated.
  • it is thus also detected whether the predetermined torque must be adapted due to the clutch wear.
  • the value of the predetermined torque is increased when, after a transfer of the separating clutch in the predetermined Closing position reduces the speed of the first drive unit.
  • the value of the predetermined torque is reduced if, after the transfer of the separating clutch to the predetermined closing position, the rotational speed of the first drive assembly increases.
  • a simple detection of the predetermined torque is performed.
  • the adjusting torque is an adjusting torque on the separating clutch or a self-adjusting clutch torque or adjusting torque of the first drive unit or the second drive unit or a torque with which the first or the second unit is loaded by the separating clutch.
  • the torque of the first drive unit is increased or decreased by a predetermined torque. This counteracts a reduction in the speed of the first drive unit in an advantageous manner.
  • the separating clutch is not completely closed in the predetermined closing position and operated in particular in a slip state.
  • the invention relates to a method for determining a closing position of a separating clutch, at which a predetermined torque is adjusted, wherein the closing position of the separating clutch in dependence of an inventively detected, adjusting torque, for example, an adjusting torque on the separating clutch or an adjusting itself Kupplungsübertragungsmomentes, is determined.
  • the inventive method for detecting the self-adjusting torque is repeated at another closing position of the separating clutch until the detected adjusting torque at this closing position with the Predetermined torque at the separating clutch matches.
  • a closing position is selected as the other closing position, in which a lower torque is established at the separating clutch, in which the clutch is thus further opened when the adjusting torque is greater than the predetermined torque at the separating clutch and / or as the another closed position selected a closed position in which sets on the clutch a larger torque, in which the clutch is thus further closed when the adjusting torque is smaller than the predetermined torque on the clutch.
  • the closing position can also be determined iteratively.
  • the invention further relates to a program-technically furnished device, in particular a control device, which is designed to execute a computer program for carrying out at least one of the inventive detection methods.
  • Fig. 1 a hybrid drive
  • Fig. 2 is a timing diagram of a method for detecting an adjusting torque
  • 3 is a time chart of a method for detecting an adjusting torque
  • Fig. 4 is a timing diagram of a method for detecting an adjusting torque
  • Fig. 5 is a timing diagram of a method for detecting an adjusting torque.
  • FIG. 3 shows a time diagram of a method for detecting an adjusting torque in a closed position of a separating clutch KO, which is illustrated for example in FIG. 1.
  • 3 a shows a time profile of a rotational speed of the electric motor
  • FIG. 3 c shows a time profile of a state P of the separating clutch KO, which can have an open state, a closed state and a slip state ,
  • the internal combustion engine ICE is switched off and the separating clutch KO is opened.
  • the separating clutch KO remains open until a point in time 301, while the electromotive torque is kept constant.
  • the transmission of the hybrid vehicle can be locked, for example in the park position.
  • the speed of the electric motor is kept constant by a speed controller, for example, at 500 rpm.
  • the separating clutch KO is at least partially closed and thereby transferred to a predetermined state 303, for example in a predetermined closed position, in which it is in slippage.
  • the torque of the electric motor is increased by a predetermined torque 305, ie by a pre-control torque.
  • a speed controller regulates depending on a speed difference, which is a difference between the expected and the current one Transmission torque of the clutch KO is conditional, the speed of the
  • Electric motor to a constant value.
  • a further torque 307 is generated, so that a resulting torque 309 is obtained, which is associated with a constant speed of the electric motor.
  • the rotational speed of the electric motor EM stabilizes, so that the present state of the disconnect clutch K0, i. the final closed position, and / or the increased electromotive torque can be detected. Based on this, the resulting torque can be detected.
  • the disconnect clutch KO is opened again, whereby its state 315 can be detected. Subsequently, the rotational speed of the electric motor increases and the electromotive torque decreases back to the value of the output torque.
  • the difference 316 between the self-adjusting torque and the output torque results in a learning torque range.
  • the method can be carried out at different closing positions. Thus, a characteristic of the self-adjusting torque can be detected at a plurality of closing positions of the separating clutch.
  • the speed controller of the electric motor EM is not able to compensate for a rapid torque change, as mentioned above, the speed controller, a torque by increasing the electromotive torque by the predetermined torque, which also as a
  • Pre-control torque (so-called feed forward torque) can be called generate.
  • the speed controller In the event that the adjusting torque is equal to the current clutch transmission torque, the speed controller must therefore make no more regulation.
  • proportional integral feedback elements PI
  • PI proportional integral feedback elements
  • their response speed is too slow to compensate for a speed change by a movement of the clutch KO. Therefore, exclusively proportional P-members are preferably used to control the rotational speed of the electric motor.
  • a state of the separating clutch KO for example, its closed position, in which sets a certain torque
  • the method can be performed as shown in Fig. 4.
  • Fig. 4a is a torque of the electric motor
  • Fig. 4b is a position P of
  • Disconnect coupling KO which is determined by their state or by the arrangement of the clutch discs, as a function of the time T shown.
  • a predetermined speed and an open clutch KO this is at least partially closed at time 401 and thereby converted into a slip state.
  • the torque of the electric motor EM is increased, wherein an adjusting torque, which may for example be higher than an expected torque 403 and differs, for example, by a difference torque 405 from the expected torque 403, can be detected.
  • the clutch is re-opened at time 407, whereby the electromotive torque decreases.
  • the separating clutch KO is closed again and thereby converted into a further slip state in which the torque transmitted by the separating clutch KO is lower by the differential torque 405 than the torque transmitted at the time 401.
  • Disconnect clutch is different by the difference 409.
  • the same time increases the torque of the electric motor and reaches, for example, the expected torque 403rd
  • the above-described process steps may be repeated until a predetermined slip state or a predetermined closing position of the separating clutch KO in which the resulting electromotive torque corresponds to the expected torque 403 has been established.
  • the position of the disconnect clutch KO is adjusted toward the open disconnect clutch KO if the detected torque is greater than the expected torque 403. If the detected torque is smaller than the expected torque 403, the position of the separating clutch KO is adjusted in the direction of its closed state, depending on the torque deviation.
  • the governor In the event that the expected clutch transmission torque is greater or less than the current clutch transmission torque, the governor is normally unable to maintain the speed of the electric motor EM constant because the motion of the disconnect clutch KO is faster than the speed controller response time. In this case, the expected
  • FIG. 5 a shows a time characteristic of the torque of the electric motor
  • FIG. 5 b shows a time characteristic of the predetermined torque
  • FIG. 5 c shows a time profile of the rotational speed of the electric motor
  • FIG. 5 d shows a state, i. a closed position of the clutch KO.
  • the separating clutch KO is at least partially closed at time 501 and thereby converted into a slip state.
  • the rotational speed of the electric motor decreases by a rotational speed difference represented by the arrow in FIG. 5c.
  • the speed controller tries to compensate for the speed.
  • the separating clutch KO is opened again and the torque of the electric motor EM is reduced by the predetermined torque.
  • Fig. 5b selected predetermined torque selected by which the torque of the electric motor is increased.
  • the separating clutch KO is closed again, shortly before a further predetermined torque, for example, higher than the previously used, predetermined torque is selected to increase the torque of the electric motor.
  • a further predetermined torque for example, higher than the previously used, predetermined torque is selected to increase the torque of the electric motor.
  • the speed of the electric motor also drops, but the reduction is lower than in the previous cycle.
  • the separating clutch KO is opened again and again in the predetermined slip state, ie in a predetermined closed position, transferred, with an example, even greater predetermined torque is selected to increase the torque of the electric motor.
  • This process is repeated in further phases 3 and 4 until a predetermined torque results, which can be assigned to the always the same predetermined slip state shown in FIG. 5d.
  • the pilot torque can be increased in response to a speed deviation, if the rotational speed of the electric motor EM is lower. In the event that the speed of the electric motor EM increases, depending on the

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un procédé de détection d'un couple de rotation s'établissant pour une propulsion hybride, la propulsion hybride présentant un premier groupe motopropulseur, en particulier un moteur électrique (EM), et un second groupe motopropulseur, en particulier un moteur à combustion interne (ICE), les groupes motopropulseurs (EM, ICE) pouvant être accouplés au moyen d'un embrayage de séparation (KO). Le procédé est caractérisé en ce que l'embrayage de séparation (KO) est déplacé dans une position de fermeture prédéterminée, le couple de rotation du premier groupe motopropulseur (EM) est modifié et le couple de rotation à réglage automatique est détecté, à la position de fermeture prédéterminée, en fonction de la modification du couple de rotation du premier groupe motopropulseur (EM).
PCT/EP2009/063589 2008-11-24 2009-10-16 Procédé de détection d'un couple de rotation à réglage automatique pour une propulsion hybride WO2010057731A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US13/130,667 US8671781B2 (en) 2008-11-24 2009-10-16 Method for detecting a developing torque for a hybrid drive

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008044016A DE102008044016A1 (de) 2008-11-24 2008-11-24 Verfahren zum Erfassen eines sich einstellenden Drehmomentes für einen Hybridantrieb
DE102008044016.7 2008-11-24

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WO2010057731A1 true WO2010057731A1 (fr) 2010-05-27

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DE (1) DE102008044016A1 (fr)
WO (1) WO2010057731A1 (fr)

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US9827969B2 (en) * 2013-12-12 2017-11-28 Ford Global Technologies, Llc Controlling powertrain torque in a hybrid vehicle
US10703215B2 (en) 2014-10-20 2020-07-07 Ford Global Technologies, Llc Hybrid powertrain speed control
JP6528844B2 (ja) * 2015-07-08 2019-06-12 株式会社デンソー 冷凍システム、および車載冷凍システム

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DE102008044016A1 (de) 2010-05-27
US20120031201A1 (en) 2012-02-09

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