WO2014075670A1 - Method for activating two drive units - Google Patents
Method for activating two drive units Download PDFInfo
- Publication number
- WO2014075670A1 WO2014075670A1 PCT/DE2013/200258 DE2013200258W WO2014075670A1 WO 2014075670 A1 WO2014075670 A1 WO 2014075670A1 DE 2013200258 W DE2013200258 W DE 2013200258W WO 2014075670 A1 WO2014075670 A1 WO 2014075670A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- drive
- drive units
- drive unit
- internal combustion
- motor
- Prior art date
Links
- 238000000034 method Methods 0.000 title claims abstract description 27
- 230000003213 activating effect Effects 0.000 title abstract 2
- 238000002485 combustion reaction Methods 0.000 claims description 21
- 230000005540 biological transmission Effects 0.000 claims description 9
- 230000001419 dependent effect Effects 0.000 claims description 3
- 230000004913 activation Effects 0.000 claims description 2
- 230000001133 acceleration Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 4
- 238000010438 heat treatment Methods 0.000 description 4
- 238000004590 computer program Methods 0.000 description 3
- 238000004146 energy storage Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 238000003825 pressing Methods 0.000 description 2
- 239000007858 starting material Substances 0.000 description 2
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000009194 climbing Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000009849 deactivation Effects 0.000 description 1
- XDDAORKBJWWYJS-UHFFFAOYSA-N glyphosate Chemical compound OC(=O)CNCP(O)(O)=O XDDAORKBJWWYJS-UHFFFAOYSA-N 0.000 description 1
- 230000012447 hatching Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K5/08—Arrangement or mounting of internal-combustion or jet-propulsion units comprising more than one engine
-
- 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
- B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
- B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
- B60K26/021—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
-
- 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
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
-
- 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
- B60W50/08—Interaction between the driver and the control system
- B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
- B60W50/16—Tactile feedback to the driver, e.g. vibration or force feedback to the driver on the steering wheel or the accelerator pedal
-
- 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
-
- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
- B60W2540/103—Accelerator thresholds, e.g. kickdown
-
- 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/215—Selection or confirmation of options
-
- 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
Definitions
- the invention relates to a method for driving two drive units, the
- the invention further relates to a drive train of a motor vehicle, with two independently operable drive units.
- German Offenlegungsschrift DE 10 2010 022 751 A1 discloses a geared motor arrangement with two drive units which can be operated independently of one another and a dual-clutch transmission with two transmission input shafts and a common transmission output shaft.
- German Offenlegungsschrift DE 10 2010 025 454 A1 discloses a vehicle drive having a geared motor arrangement with two drive units which can be operated independently of one another, wherein one of the drive units forms one partial drive train with one of the gear units, and one between the drive units and the gear units within the partial drive trains Coupling device is arranged.
- German Offenlegungsschrift DE 10 2010 049 931 A1 discloses a method for controlling the drive train of a motor vehicle, which has an automated manual transmission, a clutch device, an internal combustion engine and an electric motor.
- the object of the invention is to improve the control of two drive units which are independently operable in the drive train of a motor vehicle.
- the object is achieved in a method for driving two drive units, which are operable independently of each other in the drive train of a motor vehicle, alternatively or additionally solved by a driver operable by a pedal before reaching a defined pedal travel, which is smaller than a maximum pedal travel, assigned to the driver perceptible pressure point, when exceeded, one of the two drive units is switched on temporarily or permanently.
- the pedal is preferably an accelerator pedal of the motor vehicle.
- the defined pedal travel is preferably between fifty and one hundred percent of the maximum pedal travel.
- the pressure point of the pedal according to the invention is not to be confused with a so-called kick-down pressure point, which is reached at the end of the maximum pedal travel.
- the pressure point can also be advantageously used to select an optimal gear for high accelerations.
- the above-mentioned object is in a method for
- Controlling two drive units which are independently operable in the drive train of a motor vehicle, achieved in that one of the two drive units is switched on temporarily or permanently when a switching device is actuated by the driver.
- the switching device is, for example, a high-performance button or a high-power button, upon actuation of which the second drive unit is switched on immediately, in particular even if the accelerator pedal is only slightly actuated, that is, if the pressure point described above is still active when the accelerator pedal is actuated was not reached.
- a sporty tuning of the drive train can be adjusted in a simple manner.
- the drive train with the two drive units is preferably tuned with regard to a minimum consumption, in particular as long as the pressure point described above has not yet been reached.
- the above-mentioned object is in a method for
- a switching hysteresis can advantageously be provided.
- One or the switching device is actuated or reset; the switching device can be designed as a high-power button with two switching positions.
- the switching device can also allow other functions, that is, for example, that the high-power button can be integrated into a multifunctional combination switching device.
- a brake is applied; the operation of the brake can be used advantageously as a signal for parking the second drive unit.
- the above-mentioned object is in a method for
- Controlling two drive units which are independently operable in the drive train of a motor vehicle, achieved in that one of the two drive units is switched on permanently or temporarily, if at least one, several or each of the following conditions is met: A defined limit speed is exceeded; the second drive unit is advantageously connected above the limit speed, which is, for example, one hundred kilometers per hour, in order to have sufficient acceleration and braking reserves during operation of the motor vehicle. It is switched to a climbing mode; in uphill mode is preferably only a limited gear selection available, in which automatically both drive units are in operation. At a selector lever of the motor vehicle, for example, a drive level L may be provided for the uphill mode.
- a limit temperature is exceeded; the limit temperature is preferably a limit temperature in an interior of the motor vehicle.
- the second drive unit When falling below the limit temperature, the second drive unit is advantageously switched on to allow heating of the interior, until the limit temperature is reached in the interior. As a result, a cold start mode for the second drive unit can be represented in a simple manner.
- a connection of the second drive unit is advantageously also when a heating system of the motor vehicle is switched to a Scheibencreammodus.
- a limit charging state of an electrical energy storage device is exceeded; This can be maintained in conjunction with a generator in a simple manner, an optimum state of charge of the electrical energy storage device.
- the starting of the second drive unit is advantageously carried out as a function of a battery state of charge.
- the use of the limit state of charge of the electrical energy storage device as a connection condition for the second drive unit can be used particularly advantageously in a hybrid drive train.
- a preferred embodiment of the method is characterized in that both drive units are designed as internal combustion engines. At least one of the drive units may be associated with an electric machine, in particular a starter generator, or a flywheel clutch.
- the inventive method in particular, a control concept for the use of two internal combustion engines is designed in passenger vehicles.
- both drive units are designed as internal combustion engines, in particular as internal combustion engines; that both drive units are designed as electric machines, in particular as electric motors; or that one of the drive units is designed as an internal combustion engine, in particular as an internal combustion engine, and the other drive unit as an electric machine, in particular an electric motor.
- the powertrain according to a preferred embodiment comprises two relatively small internal combustion engines. The method described above enables comprehensive control of the entire automated drive. In particular, the interaction of the two drive units, in particular internal combustion engines, runs automatically according to the method described above. By the control concept according to the invention particularly meaningful possibilities are shown how the second drive unit can be started and shut down. In addition, it is possible in a simple manner to detect or recognize a driver's request for an increased power requirement at an early stage.
- a preferred embodiment of the drive train is characterized in that the switchable drive unit is associated with an automatically actuated clutch.
- the torque transmission of the second drive unit to the drive train is advantageously realized via the automatically actuated clutch.
- the invention broadly relates to an accelerator pedal having an additional pressure point for use in a previously described powertrain. Such an accelerator pedal is separately tradable.
- the invention further relates to a switching device for connecting and / or
- the invention further relates to a computer program product comprising a computer program having software means for performing the method described above when the computer program is executed on a computer.
- the sole accompanying figure shows a Cartesian coordinate diagram in which a vehicle speed is plotted against an accelerator pedal position.
- the invention relates to gear motor assemblies with two independently operable drive units.
- Such geared motor arrangements are described, for example, in the aforementioned German Offenlegungsschriften DE 10 2010 025 454 A1, DE 10 2010 022 752 A1 and DE 10 2010 049 931 A1.
- a preferred embodiment of a drive train according to the invention comprises two relatively small combustion engines, which are operated independently of each other in a passenger car.
- the two internal combustion engines are used with the interposition of two clutches, an automatic transmission and at least one other clutch individually or together to drive a motor vehicle.
- a control concept is provided by the invention in order to detect an increased power requirement required during operation of the motor vehicle, and to connect the second internal combustion engine as required or at the driver's request if only the first drive motor or internal combustion engine is in operation.
- the motor vehicle includes an accelerator pedal and a brake.
- the accelerator pedal and the brake are actuated during operation of the motor vehicle by a driver of the motor vehicle.
- the accelerator pedal has a specific pedal travel.
- the accelerator pedal has a pressure point.
- the pressure point causes, for example by an additionally biased compression spring, a jump in the pedal force, which is applied to the accelerator pedal.
- the pressure point of the accelerator pedal can alternatively or additionally be used to preselect an optimal gear for high accelerations. When falling below the pressure point of the second drive motor is turned off again. In order to prevent a constant switching on and off of the second drive motor, a switching hysteresis can be provided. Alternatively or additionally, the actuation of the brake pedal by the driver can be used as a signal for stopping the second drive motor.
- the motor vehicle is equipped with a high-performance switch or high-performance button, which is also referred to as a high-power button.
- a high-performance switch or high-performance button which is also referred to as a high-power button.
- the second drive motor is activated immediately, even with a low-pressure accelerator pedal, that is, the pressure point described above has not yet been reached.
- a sporty tuning of the drive of the motor vehicle is set.
- the torque of both drive motors is permanently available.
- the Highpowerknopf allows a predictable in a simple way
- the drive train of the motor vehicle is advantageously tuned to a minimum consumption.
- the arrangement of the highpower button is flexible.
- the high-power button can be advantageously mounted, for example, on the dashboard, on the steering wheel or on a shift selector lever of the motor vehicle.
- the motor vehicle is equipped with a Ecoknopf or an Eco position on a switch button.
- the Ecoknopf or the Eco ein advantageously serve to permanently switch off the second drive motor for a particularly fuel-efficient driving operation.
- the second drive motor is above a certain
- Limit speed for example, one hundred kilometers per hour, permanently operated. This can be ensured at high speeds in a simple way that the motor vehicle has sufficient acceleration and braking reserves.
- the motor vehicle is equipped with a selector lever, in particular a selector lever, via which a driving position L can be adjusted. In the driving position L, the motor vehicle can be operated for mountain driving with a limited gear selection.
- both drive motors are permanently and automatically in operation on an uphill ride with restricted gear selection.
- a cold start mode can be provided for the second drive motor.
- the second drive motor for example, permanently switched on at temperatures below four degrees Celsius to heat the interior until a desired temperature limit is reached in the interior.
- a connection of the second drive motor can also take place when a heating system of the motor vehicle is switched to a Scheibenloommodus.
- the shutdown of the drive motor can be done upon reaching a desired temperature limit of the heating air.
- the second drive motor in particular in combination with a hybrid drive, also be used to ensure preferably in conjunction with a generator, an optimal state of charge of a battery. Then, the start or the connection of the second drive motor is preferably carried out in dependence on a battery state of charge.
- the starting of the second drive motor takes place in the presence of at least one previously described Zuschaltbedingung via a starter generator or a flywheel clutch.
- the torque transmission of the second drive motor to the drive train is preferably realized via an automatically actuated clutch.
- the attached figure shows a Cartesian coordinate diagram with an x-axis and a y-axis.
- the gas pedal position of the motor vehicle with the two drive units, which are designed as internal combustion engines plotted in percent.
- the vehicle speed is plotted in kilometers per hour.
- the accelerator pedal Near the arrowhead at the end of the x-axis, the accelerator pedal has passed one hundred percent.
- a switching hysteresis is indicated by hatching.
- the characteristic curve 1 represents a starting characteristic or connection characteristic for the second motor. If the starting characteristic 1 is exceeded, then the second motor and, if applicable, its gears are activated.
- the characteristic curve 2 represents a switch-off characteristic, below which the second motor is switched off.
- the acceleration of the motor vehicle with a constant pedal operation corresponds to a vertical locus in the diagram shown.
- a speed is achieved on the y-axis, which lies above the starting characteristic 1. This triggers the connection of the second motor or drive. This is advantageous because a higher speed to overcome the driving resistance requires a higher performance.
- the driver can deliberately trigger the connection of the second motor or drive by further pressing the accelerator pedal, which corresponds to the intuition.
- this corresponds to a horizontal locus, in which the starting characteristic 1 is then exceeded. Due to the shape of the start characteristic curve 1, the required actuation for triggering the connection process can be designed as a function of the speed, or else completely prevented depending on the speed.
- the deactivation of the second drive or motor takes place when falling below the cut-off characteristic 2. Falling below the cut-off characteristic 2 can be done either by withdrawal of the accelerator operation or by rolling, that is slowing down, the vehicle. Due to the shape of the shutdown characteristic 2, the required accelerator pedal return can be made speed-dependent, or speed-dependent completely prevented, that is, the second drive or motor remains on. As a result, for example, an engine braking function and / or an acceleration reserve can be represented.
- the shaded hysteresis shown between the two curves 1 and 2 serves to prevent too frequent closing and / or switching off the second motor or drive. As a result, an uneasy driving behavior can be avoided by too frequent switching off or connecting the second drive or motor.
- characteristic curve logic shown in the figure With the characteristic curve logic shown in the figure, further operating elements or special states, for example low outside temperature, can be combined. Thus, the characteristic logic shown in the figure and described above can be replaced by, for example, a permanent connection or disconnection of the second drive or motor is forced.
- a single connection of the second drive or motor can be forced, if it is compatible with the cut-off characteristic 2.
- a one-time shutdown of the second drive or motor can be forced if it is compatible with the Zuschaltkennline 1.
- a connection of the second drive or motor can be prevented, but the effect of the cut-off characteristic 2 is maintained.
- a shutdown of the second drive or motor can be prevented, but the effect of the Zuschaltkennline 1 is maintained.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Human Computer Interaction (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE112013005462.0T DE112013005462A5 (en) | 2012-11-15 | 2013-10-29 | Method for controlling two drive units |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102012220896 | 2012-11-15 | ||
DE102012220896.8 | 2012-11-15 |
Publications (1)
Publication Number | Publication Date |
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WO2014075670A1 true WO2014075670A1 (en) | 2014-05-22 |
Family
ID=49816763
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE2013/200258 WO2014075670A1 (en) | 2012-11-15 | 2013-10-29 | Method for activating two drive units |
Country Status (2)
Country | Link |
---|---|
DE (2) | DE112013005462A5 (en) |
WO (1) | WO2014075670A1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102018200767A1 (en) | 2017-02-13 | 2018-08-16 | Ford Global Technologies, Llc | Method for controlling the parking process of a hybrid electric vehicle |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20050211479A1 (en) * | 2000-10-11 | 2005-09-29 | Ford Global Technologies, Llc | Control system for a hybrid electric vehicle to anticipate the need for a mode change |
DE102010025751A1 (en) | 2009-07-07 | 2011-01-13 | Tsubakimoto Chain Co., Nakanoshima | Tooth chain drive |
DE102010025454A1 (en) | 2009-07-28 | 2011-02-03 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | vehicle drive |
DE102010022752A1 (en) | 2009-06-22 | 2011-02-17 | Schaeffler Technologies Gmbh & Co. Kg | Drive train of a vehicle |
DE102010049931A1 (en) | 2009-11-12 | 2011-05-19 | Schaeffler Technologies Gmbh & Co. Kg | Method for controlling drive train of motor vehicle, involves predetermining reference coupling moment, and detecting whether predetermined reference coupling moment is transferred completely by coupling unit |
-
2013
- 2013-10-29 DE DE112013005462.0T patent/DE112013005462A5/en not_active Withdrawn
- 2013-10-29 DE DE102013221904.0A patent/DE102013221904A1/en not_active Withdrawn
- 2013-10-29 WO PCT/DE2013/200258 patent/WO2014075670A1/en active Application Filing
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20050211479A1 (en) * | 2000-10-11 | 2005-09-29 | Ford Global Technologies, Llc | Control system for a hybrid electric vehicle to anticipate the need for a mode change |
DE102010022752A1 (en) | 2009-06-22 | 2011-02-17 | Schaeffler Technologies Gmbh & Co. Kg | Drive train of a vehicle |
DE102010025751A1 (en) | 2009-07-07 | 2011-01-13 | Tsubakimoto Chain Co., Nakanoshima | Tooth chain drive |
DE102010025454A1 (en) | 2009-07-28 | 2011-02-03 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | vehicle drive |
DE102010049931A1 (en) | 2009-11-12 | 2011-05-19 | Schaeffler Technologies Gmbh & Co. Kg | Method for controlling drive train of motor vehicle, involves predetermining reference coupling moment, and detecting whether predetermined reference coupling moment is transferred completely by coupling unit |
Also Published As
Publication number | Publication date |
---|---|
DE112013005462A5 (en) | 2015-08-13 |
DE102013221904A1 (en) | 2014-05-15 |
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