WO2017148474A1 - Method for starting an internal combustion engine of a hybrid vehicle and control unit for operating the method - Google Patents

Method for starting an internal combustion engine of a hybrid vehicle and control unit for operating the method Download PDF

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Publication number
WO2017148474A1
WO2017148474A1 PCT/DE2017/100158 DE2017100158W WO2017148474A1 WO 2017148474 A1 WO2017148474 A1 WO 2017148474A1 DE 2017100158 W DE2017100158 W DE 2017100158W WO 2017148474 A1 WO2017148474 A1 WO 2017148474A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
μκο
combustion engine
internal combustion
μκι
Prior art date
Application number
PCT/DE2017/100158
Other languages
German (de)
French (fr)
Inventor
Timo Kersting
Marco Rohe
Shen Wang
Original Assignee
Schaeffler Technologies AG & Co. KG
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 Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to CN201780013818.9A priority Critical patent/CN108698590A/en
Priority to EP17716110.6A priority patent/EP3423321A1/en
Publication of WO2017148474A1 publication Critical patent/WO2017148474A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/02—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
    • B60W10/06—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
    • 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
    • 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
    • B60W30/20—Reducing vibrations in the driveline
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/04—Starting apparatus having mechanical power storage of inertia type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/08—Regulating clutch take-up on starting
    • 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
    • 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
    • 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
    • B60W2710/025—Clutch slip, i.e. difference between input and output speeds
    • B60W2710/026—Slip change rate
    • 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
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine 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
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1023—Electric motor
    • F16D2500/1024—Electric motor combined with hydraulic actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • F16D2500/70426—Clutch slip
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70452—Engine parameters
    • F16D2500/70454—Engine speed
    • 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 starting an internal combustion engine of a drive train in a hybrid vehicle having at least one internal combustion engine and at least one electric motor as a drive unit in a parallel hybrid arrangement, in particular a so-called P2 arrangement.
  • the core of the invention is to improve the controllability during operation of the hybrid vehicle in a purely electrical mode, and to design the combustion engine such that at least two different starting process requirements are met.
  • this is a so-called comfort start, which places the driver's comfortable start procedure at the expense of the start time in the foreground.
  • a quick start is to be possible, which emphasizes the brevity and efficiency of the starting process at the expense of his comfort for the driver.
  • the intended for the engine start electric machine must apply the necessary starting torque. If the internal combustion engine of a hybrid vehicle is started during the electric driving operation, the engine start can impair the electric driving operation in such a way that part of the electrically available energy is used for the engine start and consequently the energy that can be used for the drive suffers losses.
  • a parallel hybrid arrangement is known in a so-called P2 arrangement of an electric motor at the transmission input, wherein this is separated by a clutch from the internal combustion engine.
  • P2 arrangement of an electric motor at the transmission input, wherein this is separated by a clutch from the internal combustion engine.
  • various operating strategies are known in this arrangement.
  • the object of the invention is therefore to maintain the desired moment requested by the driver during the engine start, thereby simplifying the control.
  • at least two different start procedures should be feasible, with a first start sequence puts the ride comfort in the foreground and a second start process aimed at a speedy implementation of increased desired torque.
  • This problem is solved by reducing the uncertainty around the knowledge of the current engine torque, or by losing influence on the dynamics.
  • an operating point of the internal combustion engine is determined, which the internal combustion engine can reach quickly in order to bring as little dynamics into the engine start. Since the moment of the electric motor can be determined much more accurately even in dynamic operating states, the center of gravity of the control is shifted to the regulation of the electric motor torque so that the wheel torque during the starting process becomes controllable so that it corresponds exactly to the driver's desired torque. Thus, the driver's desired torque is ensured via the coupling between the electric motor and transmission. The better the moments are regulated, the faster and more comfortable the engine start will be.
  • the driver's desired torque is hit pretty precisely to allow a comfortable and fast synchronization.
  • the object is further achieved by adapting the starting strategy to the respective driving situation.
  • the boundary conditions such as the driver's desired torque or position and the gradient of the accelerator pedal.
  • the method of the invention selects the quick start. But if the position of the accelerator pedal remains constant and the engine start, for example, because the state of charge of the battery drops below a certain value, then the comfort start is selected because the longer startup time is not a problem due to lack of strong acceleration request.
  • the invention is realized in a parallel hybrid drive system in which a first clutch, the so-called KO clutch, is located between the internal combustion engine and the electric motor. Between the electric motor and a transmission there is a second clutch, the so-called K1 / 2 clutch.
  • the inventive method can be realized with each gear, the clutch capacity can be controlled. This is also a dual-clutch transmission or an automated manual transmission into consideration. It is only important that the capacity of the coupling can be specified or adjusted.
  • the present invention initially relates to a method for starting an internal combustion engine within a drive train of a hybrid vehicle.
  • Suction moment is the engine torque in which the turbocharger is not yet working. This suction torque can be provided by the engine very quickly and constantly available and is thus much more reliable determinable than the moment under operation of the turbocharger.
  • the implementation of the present invention is expressly not limited to an arrangement with a turbo engine but also includes a suction motor. In particular, arrangements with a diesel engine or gas engine for implementing the method according to the invention are conceivable.
  • the synchronization of the two drive units is ensured only via the KO coupling.
  • a resulting increase in slip (at a constant engine torque) must be prevented by a slip controller and thus by reducing the electric motor torque:
  • the engine torque is kept deliberately constant during synchronization.
  • the slip control reduces the torque of the electric motor.
  • a control unit HCU Hybrid Control Unit controls the slip via a slip control, which sets the electric motor torque so that a setpoint slip is established or kept constant.
  • the nominal slip is understood as a constant adjustment parameter that is defined by application. The smaller he is, the better this is basically. However, it is not always possible to apply the slippage too small.
  • the TCU sets the clutch torque of the K1 / 2 in this particular slip mode to the driver's desired torque and ignores the current engine torque.
  • the manipulated variable of the slip controller during the engine start is exclusively the electric motor torque in order to set the speed of the electric motor, which guarantees the slip.
  • the K1 / 2 clutch torque is not part of the slip control and therefore remains at the driver's desired torque. Since the K1 / 2 clutch torque is the relevant quantity for the wheel torque, the driver feels no influence of the engine start on the wheel torque, as long as the electric motor speed is above the transmission input speed. This condition is ensured by the slip control.
  • the same strategy is possible both in train operation and during overrun of the drive train.
  • the only difference here is that the electric motor speed in the Overrun must be below the transmission input speed and the slip controller thus controls a negative slip.
  • the inventive method realizes both the engine start in the push, and the engine start in train operation.
  • the method has two starting variations: two different engine starting variants can be selected based on certain engine start trigger conditions, such as an accelerator pedal threshold or accelerator pedal gradient threshold (eg, during an overtaking operation for which the driver accelerates quickly).
  • engine start trigger conditions such as an accelerator pedal threshold or accelerator pedal gradient threshold (eg, during an overtaking operation for which the driver accelerates quickly).
  • a so-called comfort start puts the emphasis on comfortable engine starting behavior at the expense of the starting time.
  • a so-called quick start puts the start time and thus a fast torque build-up of the drive units in the foreground. This is done at the expense of comfort.
  • the torque transfer after the start takes place in such a way that the desired torque of the internal combustion engine is calculated from the driver's desired torque.
  • the moment of the internal combustion engine follows the desired torque inertially, from which the desired torque of the electric motor is calculated (desired driver torque minus current moment of the internal combustion engine)
  • the present invention further relates to a control unit for operating the method according to the invention.
  • the control unit is used for signal transmission between the individual components of the drive train and their control based on the transmitted signals. This can be a separate control unit. However, this task can also be integrated in an engine control unit or in a transmission control unit.
  • Figure 1 shows a drive train of a hybrid vehicle in parallel
  • Figure 2 is a diagram with speeds and torques for comfort start
  • Figure 3 is a diagram with speeds and torques for the quick start
  • FIG. 1 schematically shows a drive train of a hybrid vehicle in a parallel construction.
  • a first clutch KO 13 which is open in the illustration.
  • the electric motor rotates at a speed ⁇ , whereas the internal combustion engine is out of service and is not towed, the speed nv thus equal to zero.
  • a second clutch K1 / 2 14th there is a second clutch K1 / 2 14th
  • a signal transmission device HCU 16 Hybrid Control Unit
  • HCU 16 Hybrid Control Unit
  • an additional control unit which controls the components of the drive train in hybrid vehicles and thus controls the inventive method. This task can take over with appropriate technical design, the engine control unit or the transmission control unit.
  • the HCU 16 communicates by means of signal transmission with the units 1 1, 12, 13, 14, 15 and can thus exchange data and control commands and execute the method according to the invention.
  • FIG. 2 shows a method for starting the internal combustion engine in the hybrid vehicle in comfort mode. Shown schematically is a diagram with rotational speeds and torques over time for a comfort start, wherein the time rail is schematically divided into phases. The numbering of phases 1 to 6 correlates with the corresponding steps S1 to S6 to be carried out during the phases.
  • a method step can have several sub-steps, as will be explained below. Shown are the speed of the internal combustion engine nv 1 1 1, the rotational speed of the electric motor ⁇ 1 12, the torque of the engine Mv 21 1 and the torque of the electric motor MEM 212. Further curves represent the different clutch torques and dam it their subsequent switching options in a closed, open or slipping mode.
  • phase 1 the conditions for the Changfahr plante, namely a purely electric operation of the hybrid vehicle created so that the electric motor with the speed ⁇ 1 12 rotates and the clutch K0 is open and the engine is out of order. Since the clutch K1 / 2 is closed, ⁇ 1 12 also corresponds to the transmission input speed 100. Phase 1 is thus based on the arrangement in Figure 1.
  • Phase 1 describes the starting point for the method according to the invention and can therefore take a long time - depending on how long purely electric driving is desired and the state of charge of the battery is possible. In principle, phase 1 can therefore last several hours or days before an engine start is triggered. The time of the engine start, and thus the end of phase 1 is the beginning of phase 2 and thus the beginning of the inventive method. This beginning is triggered by conditions such as falling below a state of charge of the battery or the trigger conditions for a quick start. Also, the driver selectable operating conditions in which an engine operation can be suppressed or preferred can have an influence on this.
  • Phase 2 starts the process according to the invention.
  • Phase 2 begins with an increase in the ⁇ 1 12 by the speed control of the electric motor, after a control unit has the clutch torque ⁇ / 2 214 in this phase has set exactly to the driver's request torque 200.
  • the curve shown in Fig. 2 shows only a schematic lowering of the clutch torque to the driver's desired torque and only reduces the overpressing of the clutch to transmit during the speed control of the electric motor not more moment than the driver calls.
  • Phase 3a begins with the previously open K0 being closed with a defined moment.
  • the target torque depends on the drag torque of the internal combustion engine.
  • MEM is increased equally, leaving ⁇ constant.
  • the combustion engine is towed by the K0 torque.
  • the target value of the engine torque Mv is now set to a constant value and not changed during the rest of the engine start phase.
  • the setpoint torque is defined by the maximum torque of the internal combustion engine in which the turbocharger is not or only insignificantly operating (hereafter referred to as "intake torque”.)
  • intake torque the maximum torque of the internal combustion engine in which the turbocharger is not or only insignificantly operating
  • the K0 is again completely open, so that the internal combustion engine, or its torque initially does not act on the transmission input.
  • the exact time of the first injection and thus the first ignition of the internal combustion engine is determined by an engine control unit (ECU). At the beginning of phase 3a, therefore, an injection release to the engine control unit takes place. From this point in time, the internal combustion engine will start injectioning provided all boundary conditions, such as synchronization between camshaft and crankshaft or starting rpm, are met. It may also be that the K0 is not yet reopened, even though the engine is already injecting.
  • An embodiment of the method according to the invention for comfort start is based inter alia on the (re) opening of the K0 being triggered only by nv.
  • the rotational speed nv of the internal combustion engine is subsequently increased to a rotational speed nvcomf which is suitable for initiating the synchronization of the internal combustion engine and the electric motor under the conditions provided for the comfort start.
  • This nvcomf is above the ⁇ , but should not be too big.
  • the HCU continues to control the slip of K1 / 2 via the above-mentioned slip controller, which sets MEM (212) SO in such a way that the setpoint slip is established or kept constant.
  • Mv (21 1) remains constant at said suction moment.
  • the clutch torque ⁇ / 2 (214) remains in this phase on the driver's desired torque 200 and ignores the current engine torque MEM 212 and Mv 21 1. This ensures that the vehicle does not unintentionally accelerate or decelerate during engine startup
  • Mv (21 1) follows the target torque inertly, from which MEM (212) is calculated as [driver request torque minus Mv (21 1)]. In accordance with an increase in the torque of the internal combustion engine, the torque of the electric motor decreases.
  • the phases 3b and 4 can be understood together as a synchronization phase or as a start and synchronization phase and thus the method steps can be summarized as a sync.
  • the detailed sequence of the method steps realizes the distinction between the comfort start and the quick start.
  • this synchronization phase or start and synchronization phase as the starting of the internal combustion engine, increasing its speed to a suitable speed for synchronization.
  • FIG. 3 shows a method for starting the internal combustion engine in the hybrid vehicle in the quick start mode.
  • the nomenclature of the representation corresponds to that of FIG. 2.
  • the process differs in the course of the process illustrated in FIG. 2 in phases 3b 'and 4' as follows:
  • phase 3b or 3b ' With the ignition or the starting of the internal combustion engine begins the phase 3b or 3b '.
  • the K0 is not opened, but their clutch torque ⁇ increased significantly. This is also triggered (as the reopening of the K0 comfort start) only by nv.
  • nv the clutch torque
  • the speed nv of the internal combustion engine is increased so far to a speed nvfast, which is suitable for initiating the synchronization of the internal combustion engine and the electric motor under the conditions provided for the quick start.
  • this nvfast can already be below the ⁇ , so that it can be synchronized earlier.
  • phase 4' is also significantly shorter than phase 4, since the torque difference until the complete closure of the KO is significantly smaller than during comfort start.

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  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
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Abstract

The invention relates to a method for starting an internal combustion engine of a drive train in a hybrid vehicle which comprises at least one internal combustion engine and at least one electric motor as a drive unit in a parallel hybrid arrangement, in particular a so-called P2 arrangement.

Description

Verfahren zum Starten eines Verbrennungsmotors eines Hybridfahrzeugs und Steuereinheit zum Betreiben des Verfahrens  Method for starting an internal combustion engine of a hybrid vehicle and control unit for operating the method
Stand der Technik State of the art
Die Erfindung betrifft ein Verfahren zum Starten eines Verbrennungsmotors eines Antriebsstrangs in einem Hybridfahrzeug mit mindestens einem Verbrennungsmotor und mindestens einem Elektromotor als Antriebsaggregat in einer parallelen Hybridanordnung, insbesondere einer sogenannten P2-Anordnung. The invention relates to a method for starting an internal combustion engine of a drive train in a hybrid vehicle having at least one internal combustion engine and at least one electric motor as a drive unit in a parallel hybrid arrangement, in particular a so-called P2 arrangement.
Kern der Erfindung ist es, während des Betriebes des Hybridfahrzeugs in einem rein elektrischen Modus das Starten des Verbrennungsmotors die Regelbarkeit zu verbessern und so zu gestalten, dass mindestens zwei unterschiedliche Startvorgangsanforderungen erfüllt werden. Dies ist zum einen ein sogenannter Komfortstart, der den fahrerseitig komfortablen Startvorgang auf Kosten der Startdauer in den Vordergrund stellt. Zum anderen soll ein Schnellstart möglich sein, der die Kürze und Effizienz des Startvorgangs auf Kosten seiner Komfortabilität für den Fahrer betont. The core of the invention is to improve the controllability during operation of the hybrid vehicle in a purely electrical mode, and to design the combustion engine such that at least two different starting process requirements are met. On the one hand, this is a so-called comfort start, which places the driver's comfortable start procedure at the expense of the start time in the foreground. On the other hand, a quick start is to be possible, which emphasizes the brevity and efficiency of the starting process at the expense of his comfort for the driver.
Um einen Verbrennungsmotor zu starten, muss dieser auf eine Mindeststartdrehzahl beschleunigt werden, um ihn anschließend mittels Kraftstoffzufuhr und -Zündung starten zu können. Um den Verbrennungsmotor zu starten, muss die für den Verbrennungsmotorstart vorgesehene elektrische Maschine das notwendige Startmoment aufbringen. Wird der Verbrennungsmotor eines Hybridfahrzeuges während des elektrischen Fahrbetriebes gestartet, kann der Verbrennungsmotorstart den elektrischen Fahrbetrieb in der Weise beeinträchtigen, dass ein Teil der elektrisch zur Verfügung stehenden Energie für den Verbrennungsmotorstart eingesetzt wird und demzufolge die für den Antrieb einsetzbare Energie Einbußen erleidet. In order to start an internal combustion engine, it must be accelerated to a minimum start speed, in order then to be able to start it by means of fuel supply and ignition. To start the engine, the intended for the engine start electric machine must apply the necessary starting torque. If the internal combustion engine of a hybrid vehicle is started during the electric driving operation, the engine start can impair the electric driving operation in such a way that part of the electrically available energy is used for the engine start and consequently the energy that can be used for the drive suffers losses.
Bekannt ist eine parallele Hybridanordnung in einer sogenannten P2-Anordnung aus einem Elektromotor am Getriebeeingang, wobei dieser durch eine Kupplung vom Verbrennungsmotor getrennt ist. Für einen Verbrennungsmotorstart aus dem rein elektrischen Fahrbetrieb sind in dieser Anordnung verschiedene Betriebsstrategien bekannt. A parallel hybrid arrangement is known in a so-called P2 arrangement of an electric motor at the transmission input, wherein this is separated by a clutch from the internal combustion engine. For a combustion engine start from the pure electric driving operation, various operating strategies are known in this arrangement.
Beim Verbrennungsmotorstart besteht generell eine große Unscharfe in der Bestimmung des aktuellen Verbrennungsmotormoments, das auf die Räder wirkt. Es ist also stets unklar, wieviel Moment der Verbrennungsmotor gerade produziert. Diese Bestimmung wird umso schwieriger in dynamischen Zuständen, so dass das Problem bekannter Startstrategien generell darin besteht, dass der Übergang vom rein elektrischen Antrieb in den hybriden Antrieb, also der Start des Verbrennungsmotors während der Fahrt, vom Fahrer teilweise deutlich wahrgenommen wird, auch durch Abweichungen vom Fahrerwunschmoment. When the engine is started, there is generally a great deal of uncertainty in determining the current engine torque that acts on the wheels. It is therefore always unclear how much moment the internal combustion engine is currently producing. This determination becomes all the more difficult in dynamic states, so that the problem of known starting strategies generally consists in the fact that the transition from the purely electric drive to the hybrid drive, ie the start of the internal combustion engine while driving, is sometimes clearly perceived by the driver, also by deviations from the driver's request moment.
Aufgabe der Erfindung ist es demnach, während des Verbrennungsmotorstarts das durch den Fahrer angeforderte Wunschmoment beizubehalten und dabei die Regelung/Steuerung zu vereinfachen. Dabei sollen mindestens zwei unterschiedliche Startabläufe realisierbar sein, wobei ein erster Startablauf den Fahrkomfort in den Vordergrund stellt und ein zweiter Startablauf auf eine zügige Umsetzung eines erhöhten Wunschmoments abzielt. The object of the invention is therefore to maintain the desired moment requested by the driver during the engine start, thereby simplifying the control. In this case, at least two different start procedures should be feasible, with a first start sequence puts the ride comfort in the foreground and a second start process aimed at a speedy implementation of increased desired torque.
Offenbarung der Erfindung Disclosure of the invention
Gelöst wird diese Aufgabe dadurch, dass die Unschärfe um die Kenntnis des aktuellen Verbrennungsmotormoments verringert wird, bzw. an Einfluss auf die Dynamik verliert. Hierfür wird ein Betriebspunkt des Verbrennungsmotors bestimmt, den der Verbrennungsmotor schnell erreichen kann, um möglichst wenig Dynamik in den Motorstart zu bringen. Da das Moment des Elektromotors auch in dynamischen Be- triebszuständen deutlich genauer bestimmbar, wird der Schwerpunkt der Regelung auf die Regelung des Elektromotormoments verlegt, so dass das Radmoment während des Startvorgangs so regelbar wird, dass es genau dem Fahrerwunschmoment entspricht. Damit wird also das Fahrerwunschmoment über die Kupplung zwischen Elektromotor und Getriebe sichergestellt. Je besser die Momente geregelt werden, desto schneller und komfortabler wird der Motorstart. Am Ende des Motorstarts, beim Synchronisieren ist es also wichtig, dass das Fahrerwunschmoment ziemlich genau getroffen wird, um ein komfortables und schnelles Synchronisieren zu ermöglichen. Die Aufgabe wird ferner dadurch gelöst, dass die Startstrategie der jeweiligen Fahrsituation angepasst wird. Anhand der Randbedingungen, wie dem Fahrerwunschmoment bzw. Position und des Gradienten des Fahrpedals wird zwischen mindestens einem Komfortstart und einem Schnellstart unterschieden. Wenn also der Fahrer beispielsweise das Gaspedal voll durchtritt, beispielsweise für einen zügigen Überholvorgang, dann wählt das erfindungsgemäße Verfahren den Schnellstart. Wenn aber die Position des Fahrpedals konstant bleibt und der Verbrennungsmotorstart beispielsweise weil der Ladezustand der Batterie unter einen bestimmten Wert sinkt, dann wird der Komfortstart gewählt, weil die längerer Startvorgangszeit mangels starker Beschleunigungsanforderung kein Problem darstellt. This problem is solved by reducing the uncertainty around the knowledge of the current engine torque, or by losing influence on the dynamics. For this purpose, an operating point of the internal combustion engine is determined, which the internal combustion engine can reach quickly in order to bring as little dynamics into the engine start. Since the moment of the electric motor can be determined much more accurately even in dynamic operating states, the center of gravity of the control is shifted to the regulation of the electric motor torque so that the wheel torque during the starting process becomes controllable so that it corresponds exactly to the driver's desired torque. Thus, the driver's desired torque is ensured via the coupling between the electric motor and transmission. The better the moments are regulated, the faster and more comfortable the engine start will be. At the end of the engine start, during synchronization, it is important that the driver's desired torque is hit pretty precisely to allow a comfortable and fast synchronization. The object is further achieved by adapting the starting strategy to the respective driving situation. On the basis of the boundary conditions, such as the driver's desired torque or position and the gradient of the accelerator pedal, a distinction is made between at least one comfort start and one quick start. Thus, if the driver, for example, fully penetrates the accelerator pedal, for example, for a speedy overtaking, then the method of the invention selects the quick start. But if the position of the accelerator pedal remains constant and the engine start, for example, because the state of charge of the battery drops below a certain value, then the comfort start is selected because the longer startup time is not a problem due to lack of strong acceleration request.
Die Erfindung wird in einem Parallelhybridantriebssystem realisiert, bei dem sich zwischen dem Verbrennungsmotor und dem Elektromotor eine erste Kupplung, die sogenannte KO-Kupplung, befindet. Zwischen dem Elektromotor und einem Getriebe befindet sich eine zweite Kupplung, die sogenannte K1/2 Kupplung. Das erfindungsgemäße Verfahren kann dabei mit jedem Getriebe realisiert werden, dessen Kupplungskapazität geregelt werden kann. Damit kommt auch ein Doppelkupplungsgetriebe oder ein automatisiertes Handschaltgetriebe in Betracht. Wichtig ist lediglich, dass die Kapazität der Kupplung vorgegeben bzw. eingestellt werden kann. The invention is realized in a parallel hybrid drive system in which a first clutch, the so-called KO clutch, is located between the internal combustion engine and the electric motor. Between the electric motor and a transmission there is a second clutch, the so-called K1 / 2 clutch. The inventive method can be realized with each gear, the clutch capacity can be controlled. This is also a dual-clutch transmission or an automated manual transmission into consideration. It is only important that the capacity of the coupling can be specified or adjusted.
Die vorliegende Erfindung betrifft zunächst ein Verfahren zum Starten eines Verbrennungsmotors innerhalb eines Antriebsstrangs eines Hybridfahrzeugs. The present invention initially relates to a method for starting an internal combustion engine within a drive train of a hybrid vehicle.
Erfindungswesentlich ist dabei im Hinblick auf die Verbrennungsmotoransteuerung, dass der Verbrennungsmotor während der gesamten Startphase konstant mit einem Moment angesteuert wird, während dessen noch kein Turbolader aktiv ist. It is essential to the invention with regard to the internal combustion engine control that the internal combustion engine is constantly driven during the entire starting phase with a moment during which no turbocharger is still active.
Dies ist generell der Fall für einen reinen Saugermotor, kann aber auch bei einem Turbomotor besonders wirkungsvoll dann geschehen, wenn der Motor mit maximalem Saugermoment angesteuert wird. Mit Saugermoment ist das Motormoment bezeichnet, in dem der Turbolader noch nicht arbeitet. Dieses Saugermoment kann vom Motor sehr schnell und konstant zur Verfügung gestellt werden und ist damit deutlich zuverlässiger bestimmbar als das Moment unter Betrieb des Turboladers. Die Umsetzung der vorliegenden Erfindung ist ausdrücklich nicht beschränkt auf eine Anordnung mit einem Turbomotor sondern umfasst auch einen Saugermotor. Insbesondere sind auch Anordnungen mit Dieselmotor oder Gasmotor zur Umsetzung des erfindungsgemäßen Verfahrens denkbar. This is generally the case for a pure suction motor, but can also be done particularly effectively in a turbo engine when the engine is driven with maximum suction torque. Suction moment is the engine torque in which the turbocharger is not yet working. This suction torque can be provided by the engine very quickly and constantly available and is thus much more reliable determinable than the moment under operation of the turbocharger. The implementation of the present invention is expressly not limited to an arrangement with a turbo engine but also includes a suction motor. In particular, arrangements with a diesel engine or gas engine for implementing the method according to the invention are conceivable.
Die Synchronisierung der beiden Antriebsaggregate wird nur über die KO-Kupplung sichergestellt. Eine daraus entstehende Erhöhung des Schlupfes (bei konstantem Verbrennungsmotormoment) muss über einen Schlupfregler und damit durch Reduzierung des Elektromotor-Moments verhindert werden: Das Verbrennungsmotormoment wird während der Synchronisierung bewusst konstant gehalten. Um also den Schlupf konstant zu halten, während die KO-Kupplung schließt und sich dementsprechend die beiden Momente von Verbrennungsmotor und Elektromotor addieren, reduziert der Schlupfregler das Moment des Elektromotors. The synchronization of the two drive units is ensured only via the KO coupling. A resulting increase in slip (at a constant engine torque) must be prevented by a slip controller and thus by reducing the electric motor torque: The engine torque is kept deliberately constant during synchronization. Thus, to keep the slip constant while the knockout clutch closes and, accordingly, the two moments of combustion engine and electric motor add together, the slip control reduces the torque of the electric motor.
Eine Steuereinheit HCU (Hybrid Control Unit) regelt dabei den Schlupf über einen Schlupfregler, der das Elektromotor-Moment so stellt, dass ein Sollschlupf aufgebaut bzw. konstant gehalten wird. Der Sollschlupf wird als konstanter Verstellparameter verstanden, der durch Applikation definiert wird. Je kleiner er ist, desto besser ist dies grundsätzlich. Allerdings ist es nicht immer möglich, den Schlupf zu klein zu applizieren. A control unit HCU (Hybrid Control Unit) controls the slip via a slip control, which sets the electric motor torque so that a setpoint slip is established or kept constant. The nominal slip is understood as a constant adjustment parameter that is defined by application. The smaller he is, the better this is basically. However, it is not always possible to apply the slippage too small.
Die TCU stellt das Kupplungsmoment der K1/2 in diesem besonderen Schlupfmode auf das Fahrerwunschmoment und ignoriert die aktuellen Motormomente. The TCU sets the clutch torque of the K1 / 2 in this particular slip mode to the driver's desired torque and ignores the current engine torque.
Die Stellgröße des Schlupfreglers während des Motorstarts ist ausschließlich das Elektromotormoment, um die Drehzahl des Elektromotors einzustellen, die den Schlupf garantiert. Das K1/2 Kupplungsmoment ist nicht Teil der Schlupfregelung und verbleibt daher auf dem Fahrerwunschmoment. Da das K1/2 Kupplungsmoment die maßgebliche Größe für das Radmoment ist, spürt der Fahrer keinen Einfluss des Motorstarts auf das Radmoment, solange sich die Elektromotordrehzahl über der Getriebeeingangsdrehzahl befindet. Dieser Zustand wird durch den Schlupfregler sichergestellt. The manipulated variable of the slip controller during the engine start is exclusively the electric motor torque in order to set the speed of the electric motor, which guarantees the slip. The K1 / 2 clutch torque is not part of the slip control and therefore remains at the driver's desired torque. Since the K1 / 2 clutch torque is the relevant quantity for the wheel torque, the driver feels no influence of the engine start on the wheel torque, as long as the electric motor speed is above the transmission input speed. This condition is ensured by the slip control.
Dieselbe Strategie ist sowohl im Zugbetrieb als auch im Schubbetrieb des Antriebsstranges möglich. Einziger Unterschied ist hier, dass die Elektromotordrehzahl im Schubbetrieb unterhalb der Getriebeeingangsdrehzahl liegen muss und der Schlupfregler somit einen negative Schlupf regelt. Das erfindungsgemäße Verfahren realisiert sowohl den Motorstart im Schub-, als auch den Motorstart im Zugbetrieb. The same strategy is possible both in train operation and during overrun of the drive train. The only difference here is that the electric motor speed in the Overrun must be below the transmission input speed and the slip controller thus controls a negative slip. The inventive method realizes both the engine start in the push, and the engine start in train operation.
In einer weiteren Ausführungsform der Erfindung hat das Verfahren zwei Startvariationen: Basierend auf bestimmten Triggerbedingungen für den Motorstart, wie einer Fahrpedalschwelle oder Fahrpedalgradientenschwelle (beispielsweise während eines Überholvorgangs, für den der Fahrer das Gaspedal schnell tritt) können zwei verschiedene Motorstartvarianten gewählt werden. Ein sogenannter Komfortstart legt den Schwerpunkt auf komfortables Motorstartverhalten auf Kosten der Startdauer. Ein sogenannter Schnellstart hingegen stellt die Startdauer und damit einen schnellen Momentenaufbau der Antriebsaggregate in den Vordergrund. Dies geschieht auf Kosten der Komfortabilität. In a further embodiment of the invention, the method has two starting variations: two different engine starting variants can be selected based on certain engine start trigger conditions, such as an accelerator pedal threshold or accelerator pedal gradient threshold (eg, during an overtaking operation for which the driver accelerates quickly). A so-called comfort start puts the emphasis on comfortable engine starting behavior at the expense of the starting time. A so-called quick start, however, puts the start time and thus a fast torque build-up of the drive units in the foreground. This is done at the expense of comfort.
Die Momentenübergabe nach dem Start erfolgt dergestalt, dass das Soll-Moment des Verbrennungsmotors aus dem Fahrerwunschmoment berechnet wird. Das Moment des Verbrennungsmotors folgt dem Sollmoment träge, woraus sich das Soll- Moment des Elektromotors berechnet aus (Fahrerwunschmoment minus aktuellem Moment des Verbrennungsmotors) The torque transfer after the start takes place in such a way that the desired torque of the internal combustion engine is calculated from the driver's desired torque. The moment of the internal combustion engine follows the desired torque inertially, from which the desired torque of the electric motor is calculated (desired driver torque minus current moment of the internal combustion engine)
Die vorliegende Erfindung betrifft ferner eine Steuereinheit zum Betreiben des erfindungsgemäßen Verfahrens. Die Steuereinheit dient der Signalübertragung zwischen den einzelnen Komponenten des Antriebsstrangs und deren auf den übertragenen Signalen basierenden Steuerung. Hierbei kann es sich um ein separates Steuergerät handeln. Diese Aufgabe kann aber auch in einem Motorsteuergerät oder in einem Getriebesteuergerät integriert werden. The present invention further relates to a control unit for operating the method according to the invention. The control unit is used for signal transmission between the individual components of the drive train and their control based on the transmitted signals. This can be a separate control unit. However, this task can also be integrated in an engine control unit or in a transmission control unit.
Ausführungsbeispiele der Erfindung sind in den Figuren dargestellt und in der nachfolgenden Beschreibung näher erläutert. Dabei zeigt Embodiments of the invention are illustrated in the figures and explained in more detail in the following description. It shows
Figur 1 einen Antriebsstrang eines Hybridfahrzeuges in paralleler Figure 1 shows a drive train of a hybrid vehicle in parallel
Bauweise - eine sogenannte P2-Anordnung  Construction - a so-called P2 arrangement
Figur 2 ein Diagramm mit Drehzahlen und Drehmomenten für den Komfortstart Figur 3 ein Diagramm mit Drehzahlen und Drehmomenten für den Schnellstart Figure 2 is a diagram with speeds and torques for comfort start Figure 3 is a diagram with speeds and torques for the quick start
Figur 1 zeigt schematisch einen Antriebsstrang eines Hybridfahrzeuges in paralleler Bauweise. Zwischen dem Verbrennungsmotor 1 1 und dem Elektromotor 12 befindet sich eine erste Kupplung KO 13, die in der Darstellung geöffnet ist. Der Elektromotor dreht mit einer Drehzahl ΠΕΜ, wohingegen der Verbrennungsmotor außer Betrieb ist und auch nicht geschleppt wird, dessen Drehzahl nv also gleich Null ist. Zwischen Elektromotor 12 und dem Getriebe 15, hier als Doppelkupplungsgetriebe angedeutet, befindet sich eine zweite Kupplung K1/2 14. FIG. 1 schematically shows a drive train of a hybrid vehicle in a parallel construction. Between the engine 1 1 and the electric motor 12 is a first clutch KO 13, which is open in the illustration. The electric motor rotates at a speed ΠΕΜ, whereas the internal combustion engine is out of service and is not towed, the speed nv thus equal to zero. Between electric motor 12 and the transmission 15, here indicated as a dual-clutch transmission, there is a second clutch K1 / 2 14th
Ebenfalls dargestellt ist eine Signalübertragungsvorrichtung HCU 16 (Hybrid Control Unit), also ein zusätzliches Steuergerät welches in Hybridfahrzeugen die Komponenten des Antriebsstrangs steuert und damit das erfindungsgemäße Verfahren steuert. Diese Aufgabe kann mit entsprechender technischer Ausgestaltung auch das Motorsteuergerät oder das Getriebesteuergerät übernehmen. Die HCU 16 kommuniziert mittels Signalübertragung mit den Aggregaten 1 1 , 12, 13, 14, 15 und kann somit Daten und Steuerbefehle austauschen und das erfindungsgemäße Verfahren ausführen. Also shown is a signal transmission device HCU 16 (Hybrid Control Unit), so an additional control unit which controls the components of the drive train in hybrid vehicles and thus controls the inventive method. This task can take over with appropriate technical design, the engine control unit or the transmission control unit. The HCU 16 communicates by means of signal transmission with the units 1 1, 12, 13, 14, 15 and can thus exchange data and control commands and execute the method according to the invention.
Figur 2 zeigt ein Verfahren zum Starten des Verbrennungsmotors im Hybridfahrzeug im Komfortmodus. Dargestellt ist schematisch ein Diagramm mit Drehzahlen und Drehmomenten über die Zeit für einen Komfortstart, wobei die Zeitschiene schematisch in Phasen unterteilt ist. Die Nummerierung der Phasen 1 bis 6 korreliert dabei mit den entsprechend während der Phasen durchzuführenden Verfahrensschritte S1 bis S6. Ein Verfahrensschritt kann dabei mehrere Unterschritte aufweisen, wie nachfolgend noch erläutert wird. Dargestellt sind die Drehzahl des Verbrennungsmotors nv 1 1 1 , die Drehzahl des Elektromotors ΠΕΜ 1 12, das Drehmoment des Verbrennungsmotors Mv 21 1 und das Drehmoment des Elektromotors MEM 212. Weitere Kurven repräsentieren die unterschiedlichen Kupplungsmomente und dam it deren folgende Schaltmöglichkeiten in einem geschlossenen, geöffneten oder schlupfenden Modus. Dies sind das Kupplungsmoment Μκο 213 der KO und das Kupplungsmoment MKi/2 214 der K1/2. Ferner dargestellt ist die Getriebeeingangsdrehzahl 100, die konstant bleiben soll, sofern nicht fahrerseitig eine Änderung gefordert wird, und das Fahrerwunschmoment 200, das konstant bleiben soll, sofern nicht fahrerseitig eine Änderung gefordert wird. FIG. 2 shows a method for starting the internal combustion engine in the hybrid vehicle in comfort mode. Shown schematically is a diagram with rotational speeds and torques over time for a comfort start, wherein the time rail is schematically divided into phases. The numbering of phases 1 to 6 correlates with the corresponding steps S1 to S6 to be carried out during the phases. A method step can have several sub-steps, as will be explained below. Shown are the speed of the internal combustion engine nv 1 1 1, the rotational speed of the electric motor ΠΕΜ 1 12, the torque of the engine Mv 21 1 and the torque of the electric motor MEM 212. Further curves represent the different clutch torques and dam it their subsequent switching options in a closed, open or slipping mode. These are the clutch torque Μκο 213 of the KO and the clutch torque M K i / 2 214 of K1 / 2. Also shown is the transmission input speed 100, which should remain constant unless a change is required on the driver side, and the driver command torque 200, which should remain constant, unless a change is required on the driver side.
In Phase 1 werden die Bedingungen für den Ausgangsfahrbetrieb, nämlich einen rein elektrischen Betrieb des Hybridfahrzeugs geschaffen, so dass der Elektromotor mit der Drehzahl ΠΕΜ 1 12 dreht und die Kupplung K0 geöffnet ist und der Verbrennungsmotor außer Betrieb ist. Da die Kupplung K1/2 geschlossen ist, entspricht ΠΕΜ 1 12 auch der Getriebeeingangsdrehzahl 100. Phase 1 geht also von der Anordnung in Figur 1 aus. In phase 1, the conditions for the Ausgangsfahrbetrieb, namely a purely electric operation of the hybrid vehicle created so that the electric motor with the speed ΠΕΜ 1 12 rotates and the clutch K0 is open and the engine is out of order. Since the clutch K1 / 2 is closed, ΠΕΜ 1 12 also corresponds to the transmission input speed 100. Phase 1 is thus based on the arrangement in Figure 1.
Die Phase 1 beschreibt die Ausgangslage für das erfindungsgemäße Verfahren und kann dementsprechend lange andauern - je nachdem wie lange rein elektrisches Fahren gewünscht ist und nach Ladezustand der Batterie möglich ist. Grundsätzlich kann Phase 1 daher mehrere Stunden oder Tage andauern, bevor ein Verbrennungsmotorstart ausgelöst wird. Der Zeitpunkt des Verbrennungsmotorstarts, und damit das Ende der Phase 1 ist der Beginn der Phase 2 und damit der Beginn des erfindungsgemäßen Verfahrens. Dieser Beginn wird ausgelöst durch Bedingungen wie dem Unterschreiten eines Ladezustandes der Batterie oder den Triggerbedingungen für einen Schnellstart. Auch die vom Fahrer wählbaren Betriebszustände, in denen ein Verbrennungsmotorbetrieb unterdrückt oder bevorzugt werden kann, können hierauf einen Einfluss haben. Phase 1 describes the starting point for the method according to the invention and can therefore take a long time - depending on how long purely electric driving is desired and the state of charge of the battery is possible. In principle, phase 1 can therefore last several hours or days before an engine start is triggered. The time of the engine start, and thus the end of phase 1 is the beginning of phase 2 and thus the beginning of the inventive method. This beginning is triggered by conditions such as falling below a state of charge of the battery or the trigger conditions for a quick start. Also, the driver selectable operating conditions in which an engine operation can be suppressed or preferred can have an influence on this.
Mit Phase 2 beginnt das erfindungsgemäße Verfahren. Phase 2 beginnt mit einer Erhöhung der ΠΕΜ 1 12 durch die Drehzahlregelung des Elektromotors, nachdem ein Steuergerät das Kupplungsmoment Μκι/2 214 in dieser Phase exakt auf das Fahrerwunschmoment gestellt hat 200. Phase 2 starts the process according to the invention. Phase 2 begins with an increase in the ΠΕΜ 1 12 by the speed control of the electric motor, after a control unit has the clutch torque Μκι / 2 214 in this phase has set exactly to the driver's request torque 200.
Im Gegensatz zu einer konventionellen Kupplungssteuerungsstrategie wird nun die Kupplung nicht mehr überdrückt oder im Mikroschlupf gehalten, sondern die Kupplungskapazität muss exakt dem Fahrerwunschmoment entsprechen. Dieser Kupplungsmodus wird als Schlupf-Mode bezeichnet. Das Aufrechterhalten einer konstanten Schlupfdrehzahl wird ausschließlich durch den Drehzahlregler des Elektromotors gewährleistet. Um das Radmoment nicht zu beeinflussen wird das Kupplungsmoment für die Schlupfregelung nicht verändert. In contrast to a conventional clutch control strategy, the clutch is now no longer overdriven or held in micro-slip, but the clutch capacity must correspond exactly to the driver's desired torque. This coupling mode is referred to as slip mode. The maintenance of a constant slip speed is exclusively by the speed controller of the electric motor guaranteed. In order not to influence the wheel torque, the clutch torque for the slip control is not changed.
Die in Fig. 2 dargestellte Kurve zeigt dabei lediglich ein schematisches Absenken des Kupplungsmoments auf das Fahrerwunschmoment und reduziert lediglich das Überdrücken der Kupplung, um während des Drehzahlregelns des Elektromotors nicht mehr Moment zu übertragen als der Fahrer fordert.  The curve shown in Fig. 2 shows only a schematic lowering of the clutch torque to the driver's desired torque and only reduces the overpressing of the clutch to transmit during the speed control of the electric motor not more moment than the driver calls.
Die Phase 3a beginnt damit, dass die zuvor offene K0 mit einem definierten Moment geschlossen wird. Das Soll-Moment richtet sich nach dem Schleppmoment des Verbrennungsmotors. Gleichzeitig wird MEM gleichermaßen erhöht, wodurch ΠΕΜ konstant bleibt. Durch das K0-Moment wird der Verbrennungsmotor angeschleppt. Phase 3a begins with the previously open K0 being closed with a defined moment. The target torque depends on the drag torque of the internal combustion engine. At the same time, MEM is increased equally, leaving ΠΕΜ constant. The combustion engine is towed by the K0 torque.
Der Soll-Wert des Verbrennungsmotormoments Mv wird nun auf einen konstanten Wert gesetzt und während der restlichen Motorstartphase nicht mehr geändert. Das Soll-Moment wird definiert durch das maximale Moment des Verbrennungsmotors in dem der Turbolader noch nicht bzw. nur unwesentlich arbeitet (im Weiteren„Saugermoment" genannt). Das Anschleppen des Verbrennungsmotors erfolgt anschließend mindestens so lange bis eine Mindestdrehzahl nvstart zum Starten des Verbrennungsmotors erreicht ist. The target value of the engine torque Mv is now set to a constant value and not changed during the rest of the engine start phase. The setpoint torque is defined by the maximum torque of the internal combustion engine in which the turbocharger is not or only insignificantly operating (hereafter referred to as "intake torque".) The towing of the internal combustion engine then takes place at least until a minimum speed nvstart for starting the internal combustion engine is reached is.
Es folgt der eigentliche Verbrennungsmotorstart mit anschließender Synchronisierung der Drehzahlen ΠΕΜ und nv der beiden Antriebsaggregate: This is followed by the actual engine start with subsequent synchronization of the speeds ΠΕΜ and nv of the two drive units:
Nach der Zündung bzw. dem Starten des Verbrennungsmotors ist die K0 wieder komplett geöffnet, so dass der Verbrennungsmotor, bzw. dessen Drehmoment zunächst nicht auf den Getriebeeingang wirkt. After the ignition or the starting of the internal combustion engine, the K0 is again completely open, so that the internal combustion engine, or its torque initially does not act on the transmission input.
Der genaue Zeitpunkt des ersten Einspritzens und damit die erste Zündung des Verbrennungsmotors wird von einem Motorsteuergerät ECU (Engine Control Unit) bestimmt. Zu Beginn der Phase 3a erfolgt also eine Einspritzfreigabe an das Motorsteuergerät. Ab diesem Zeitpunkt wird der Verbrennungsmotor mit der Einspritzung beginnen sofern alle Randbedingungen wie beispielsweise Synchronisierung zwischen Nockenwelle und Kurbelwelle oder Startdrehzahl erfüllt sind. Es kann also auch sein, dass die K0 noch nicht wieder geöffnet ist, obwohl der Motor bereits einspritzt. Eine Ausführungsform des erfindungsgemäßen Verfahrens für den Komfortstart basiert unter anderem darauf, dass das (Wieder-)Öffnen der K0 nur durch nv ausgelöst wird. Die Drehzahl nv des Verbrennungsmotors wird im Folgenden auf eine Drehzahl nvcomf erhöht, die geeignet ist, um die Synchronisierung von Verbrennungsmotor und Elektromotor unter den für den Komfortstart vorgesehenen Bedingungen einzuleiten. Diese nvcomf liegt über der ΠΕΜ, sollte aber nicht zu groß sein. The exact time of the first injection and thus the first ignition of the internal combustion engine is determined by an engine control unit (ECU). At the beginning of phase 3a, therefore, an injection release to the engine control unit takes place. From this point in time, the internal combustion engine will start injectioning provided all boundary conditions, such as synchronization between camshaft and crankshaft or starting rpm, are met. It may also be that the K0 is not yet reopened, even though the engine is already injecting. An embodiment of the method according to the invention for comfort start is based inter alia on the (re) opening of the K0 being triggered only by nv. The rotational speed nv of the internal combustion engine is subsequently increased to a rotational speed nvcomf which is suitable for initiating the synchronization of the internal combustion engine and the electric motor under the conditions provided for the comfort start. This nvcomf is above the ΠΕΜ, but should not be too big.
Sobald die Verbrennungsmotordrehzahl nV über der Getriebeeingangsdrehzahl plus eines parametrierbaren Offsets liegt, wird begonnen, die KO-Kupplung zu schließen. As soon as the engine speed nV is above the transmission input speed plus a parameterizable offset, the KO clutch is started to close.
Die HCU regelt dabei weiterhin den Schlupf der K1/2 über den oben genannten Schlupfregler, der MEM (212) SO stellt, dass der Sollschlupf aufgebaut bzw. konstant gehalten wird. Mv (21 1 ) bleibt konstant bei besagtem Saugermoment. The HCU continues to control the slip of K1 / 2 via the above-mentioned slip controller, which sets MEM (212) SO in such a way that the setpoint slip is established or kept constant. Mv (21 1) remains constant at said suction moment.
Das Kupplungsmoment Μκι/2 (214) bleibt in dieser Phase auf dem Fahrerwunschmoment 200 und ignoriert die aktuellen Motormomente MEM 212 und Mv 21 1 . So wird sichergestellt, dass das Fahrzeug während des Motorstarts nicht ungewollt beschleunigt oder verzögert The clutch torque Μκι / 2 (214) remains in this phase on the driver's desired torque 200 and ignores the current engine torque MEM 212 and Mv 21 1. This ensures that the vehicle does not unintentionally accelerate or decelerate during engine startup
Anschließend wird mit Beginn der Phase 4 das Kupplungsmoment Μκο 213 kontinuierlich angehoben bis die K0 wieder geschlossen ist. So wird die Synchronisierung zwischen Elektromotor und Verbrennungsmotor ausschließlich über die K0 sichergestellt. Eine daraus entstehende Erhöhung des Schlupfes muss über den Schlupfregler auf der HCU und damit durch Reduzierung des MEM 212 verhindert werden. Subsequently, with the beginning of phase 4, the clutch torque Μκο 213 is continuously raised until the K0 is closed again. Thus, the synchronization between electric motor and combustion engine is ensured exclusively via the K0. A resulting increase in slip must be prevented by means of the slip control on the HCU and thus by reducing the MEM 212.
Durch das zwischenzeitliche Wiederöffnen der K0 liegt der Schwerpunkt deutlich auf einem komfortablen Motorstartverhalten auf Kosten der Startdauer. (Der nachfolgend noch in Figur 3 dargestellte Schnellstart stellt hingegen die Startdauer und damit einen schnellen Momentenaufbau in den Vordergrund - dies wiederum auf Kosten von Komfortabilität.) Mit erreichter Synchronisierung der Drehzahlen ΠΕΜ und nv wird auch die KO zu Beginn der Phase 5 komplett geschlossen sein. Die bis dahin im Schlupfmodus befindliche K1/2 wird nunmehr ebenfalls allmählich geschlossen, bzw. deren Kupplungsmoment MKI/2 kontinuierlich angehoben, bis die Motordrehzahlen 1 1 1 und 1 12 mit der Getriebeeingangsdrehzahl 100 synchronisiert ist. Es stellt sich also der Ausgangzustand der K1/2 Kupplungssteuerung ein, indem die Kupplung überdrückt, bzw. der Mikroschlupfregler arbeitet, je nach konventioneller Steuerstrategie. By reopening the K0 in the meantime, the emphasis is clearly on a comfortable engine start-up behavior at the expense of the start time. (The quick start shown below in FIG. 3, on the other hand, places the start time and thus a fast torque build-up in the foreground - again at the expense of comfortability.) With achieved synchronization of the speeds ΠΕΜ and nv and the KO at the beginning of phase 5 will be completely closed. The hitherto in slip mode K1 / 2 is now also gradually closed, or their clutch torque MKI / 2 continuously raised until the engine speeds 1 1 1 and 1 12 is synchronized with the transmission input speed 100. Thus, the output state of the K1 / 2 clutch control adjusts by the clutch overrun, or the micro-slip control works, depending on the conventional control strategy.
In der anschließenden Phase 6 sind die Drehzahlen von Verbrennungsmotor, Elektromotor und Getriebeeingang synchron. Beide Kupplungen sind geschlossen. In the subsequent phase 6, the speeds of internal combustion engine, electric motor and transmission input are synchronous. Both clutches are closed.
Es folgt eine Momentenübergabe unter den Antriebsaggregaten dergestalt, dass das Soll-Moment des Verbrennungsmotors aus dem Fahrerwunschmoment 200 berechnet wird. Mv (21 1 ) folgt dem Sollmoment träge, woraus sich MEM (212) berechnet als [Fahrerwunschmoment minus Mv (21 1 )]. Entsprechend einer Erhöhung des Drehmoments des Verbrennungsmotors sinkt das Drehmoment des Elektromotors ab. This is followed by a torque transfer under the drive units in such a way that the desired torque of the internal combustion engine is calculated from the driver desired torque 200. Mv (21 1) follows the target torque inertly, from which MEM (212) is calculated as [driver request torque minus Mv (21 1)]. In accordance with an increase in the torque of the internal combustion engine, the torque of the electric motor decreases.
Übergeordnet können die Phasen 3b und 4 zusammen als Synchronisierungsphase bzw. als Start- und Synchronisierungsphase verstanden werden und somit die Verfahrensschritte als Ssync zusammengefasst werden. Während dieser verwirklicht sich im detaillierten Ablauf der Verfahrensschritte die Unterscheidung des Komfortstarts zum Schnellstart. Generell kann man diese Synchronisierungsphase bzw. Start-und Synchronisierungsphase zusammenfassen als das Starten des Verbrennungsmotors, das Erhöhen dessen Drehzahl auf eine für die Synchronisierung geeignete Drehzahl. In a higher order, the phases 3b and 4 can be understood together as a synchronization phase or as a start and synchronization phase and thus the method steps can be summarized as a sync. During this process, the detailed sequence of the method steps realizes the distinction between the comfort start and the quick start. In general, one can summarize this synchronization phase or start and synchronization phase as the starting of the internal combustion engine, increasing its speed to a suitable speed for synchronization.
Figur 3 zeigt ein Verfahren zum Starten des Verbrennungsmotors im Hybridfahrzeug im Schnellstartmodus. Die Nomenklatur der Darstellung entspricht der aus Figur 2. Das Verfahren unterscheidet sich im Ablauf von dem in Figur 2 illustrierten Verfahren in den Phasen 3b' und 4' wie folgt: FIG. 3 shows a method for starting the internal combustion engine in the hybrid vehicle in the quick start mode. The nomenclature of the representation corresponds to that of FIG. 2. The process differs in the course of the process illustrated in FIG. 2 in phases 3b 'and 4' as follows:
Wiederum beginnt mit der Zündung bzw. dem Starten des Verbrennungsmotors die Phase 3b bzw. 3b'. Für den Schnellstart wird die K0 jedoch nicht geöffnet, sondern deren Kupplungsmoment Μκο deutlich erhöht. Ausgelöst wird auch dies (wie das Wiederöffnen der K0 beim Komfortstart) nur durch nv. Damit wirkt in der Phase 3b' bereits das Drehmoment des Verbrennungsmotors mit auf den Getriebeeingang. Again, with the ignition or the starting of the internal combustion engine begins the phase 3b or 3b '. For the quick start, the K0 is not opened, but their clutch torque Μκο increased significantly. This is also triggered (as the reopening of the K0 comfort start) only by nv. Thus, in the phase 3b 'already affects the torque of the engine with the transmission input.
Die Drehzahl nv des Verbrennungsmotors wird so weit auf eine Drehzahl nvfast erhöht, die geeignet ist, um die Synchronisierung von Verbrennungsmotor und Elektromotor unter den für den Schnellstart vorgesehenen Bedingungen einzuleiten. Im Gegensatz zum Komfortstart kann diese nvfast bereits unter der ΠΕΜ liegen, so dass schon früher synchronisiert werden kann. Die Phase 3b' ist in der Realität also deutlich kürzer als die Phase 3b des Komfortstarts. The speed nv of the internal combustion engine is increased so far to a speed nvfast, which is suitable for initiating the synchronization of the internal combustion engine and the electric motor under the conditions provided for the quick start. In contrast to the comfort start, this nvfast can already be below the ΠΕΜ, so that it can be synchronized earlier. The phase 3b 'is in reality therefore much shorter than the phase 3b of the comfort start.
Anschließend wird mit Beginn der Phase 4' die KO weiter geschlossen, wodurch auch die Phase 4' deutlich kürzer ist als die Phase 4, da die Momentendifferenz bis zum vollständigen Schließen der KO deutlich kleiner ist als beim Komfortstart. Subsequently, with the start of phase 4 ', the KO continues to be closed, as a result of which phase 4' is also significantly shorter than phase 4, since the torque difference until the complete closure of the KO is significantly smaller than during comfort start.
Bezugszeichen reference numeral
I Antriebsstrang I powertrain
I I Verbrennungsmotor  I I internal combustion engine
12 Elektromotor  12 electric motor
13 Kupplung K0  13 Coupling K0
14 Kupplung K1/2  14 clutch K1 / 2
15 Getriebe  15 gears
16 Steuergerät  16 control unit
100 Getriebeeingangsdrehzahl 100 transmission input speed
I I I Drehzahl nv des Verbrennungsmotors 1 12 Drehzahl ΠΕΜ des Elektromotors  I I I speed nv of the internal combustion engine 1 12 speed ΠΕΜ of the electric motor
200 Fahrerwunschmoment 200 driver request torque
21 1 Drehmoment des Verbrennungsmotors Mv 21 1 Torque of the internal combustion engine Mv
212 Drehmoment des Elektromotors MEM212 torque of the electric motor MEM
213 Kupplungsmoment MKO 213 Clutch torque MKO
214 Kupplungsmoment MKI/2  214 Clutch torque MKI / 2

Claims

Patentansprüche claims
1 . Verfahren zum Starten eines Verbrennungsmotors (1 1 ) eines Antriebsstrangs (1 ) eines Hybridfahrzeugs, der Antriebsstrang umfassend mindestens 1 . Method for starting an internal combustion engine (1 1) of a drive train (1) of a hybrid vehicle, the drive train comprising at least
- den Verbrennungsmotor (1 1 ), der mit Drehzahl nv (1 1 1 ) und mit Drehmoment Mv (21 1 ) betrieben werden kann und bei nv ^ nvstart gestartet werden kann, - The internal combustion engine (1 1), which can be operated at speed nv (1 1 1) and torque Mv (21 1) and can be started at nv ^ nvstart,
- einen Elektromotor (12), der mit Drehzahl ΠΕΜ (1 12) und mit Drehmoment MEM (212) betrieben werden kann, - An electric motor (12) which can be operated at speed ΠΕΜ (1 12) and with torque MEM (212),
- ein Getriebe (15),  a transmission (15),
- eine zwischen Verbrennungsmotor (1 1 ) und Elektromotor (12) angeordnete Kupplung K0 (13), die mit einem Kupplungsmoment Μκο (213)  a clutch K0 (13) arranged between internal combustion engine (11) and electric motor (12) and having a clutch torque Μκο (213)
geöffnet mit Μκο (213) = 0,  opened with Μκο (213) = 0,
geschlossen mit Μκο (213) = MKOmax oder  closed with Μκο (213) = MKOmax or
in einem Schlupfmodus mit Μκο (213) = MKOSNP in a slip mode with Μκο (213) = MKOSN P
geschaltet sein kann,  can be switched
- eine zwischen Elektromotor (12) und Getriebe (15) angeordnete Kupplung K1/2 (14), die die mit einem Kupplungsmoment Μκι/2 (214)  a clutch K1 / 2 (14) arranged between the electric motor (12) and the transmission (15) and having the clutch torque Μκι / 2 (214)
geöffnet in mit Μκι/2 (214) = 0,  opened in with Μκι / 2 (214) = 0,
geschlossen mit Μκι/2 (214) = Μκι /2max oder  closed with Μκι / 2 (214) = Μκι / 2max or
in einem Schlupfmodus mit Μκι/2 (214) = MKI/2SNP in a slip mode with Μκι / 2 (214) = MKI / 2SN P
geschaltet sein kann,  can be switched
wobei sich der Antriebsstrang zu Beginn des Verfahrens in einem rein elektrischen Fahrmodus mit Μκο = 0 und Μκι/2 = MKi/2max und ΠΕΜ > 0 befindet, umfassend mindestens die Verfahrensschritte wherein the drive train is at the beginning of the process in a purely electric driving mode with Μκο = 0 and Μκι / 2 = MKi / 2max and ΠΕΜ> 0, comprising at least the method steps
S2: Erhöhung der ΠΕΜ (1 12)  S2: increasing the ΠΕΜ (1 12)
Senken des Μκι/2 (214) auf MKI/2SNp bei einem Fahrerwunschmoment (200) Lowering the Μκι / 2 (214) to MKI / 2SN p at a driver's desired torque (200)
S3a: Erhöhen der Μκο (213) auf MKOSHP S3a: Increasing Μκο (213) on MKOSH P
bei nv ^ nvstait: at nv ^ nvstait:
S sync: Starten des Verbrennungsmotors (1 1 ) Festsetzen des Mv (21 1 ) auf einem vorbestimmten WertS sync: Starting the internal combustion engine (1 1) Set the Mv (21 1) to a predetermined value
Erhöhen der nv (1 1 1 ) Erhöhen des Μκο (213) auf MKOmax Increasing the nv (1 1 1) Increasing the Μκο (213) to MKOmax
Reduzieren des MEM  Reduce the MEM
bei ΠΕΜ = nv: at ΠΕΜ = nv:
S5: Erhöhen des Μκι/2 (214) auf MKi 2max  S5: Increasing Μκι / 2 (214) to MKi 2max
2. Verfahren nach Anspruch 1 , ferner umfassend den Verfahrensschritt 2. The method of claim 1, further comprising the method step
S6: Berechnen eines Sollwerts des Mv (21 1 ) aus Fahrerwunschmoment (200)  S6: Calculating a target value of the Mv (21 1) from the driver's desired torque (200)
Berechnen eines Sollwerts des MEM (212) als  Calculating a setpoint of the MEM (212) as
Fahrerwunschmoment minus Mv (21 1 ).  Driver request torque minus Mv (21 1).
3. Verfahren nach Anspruch 1 oder 2, wobei der Verfahrensschritt S sync insgesamt folgende Unterschritte aufweist: 3. The method according to claim 1 or 2, wherein the method step S sync has the following overall substeps:
S3b: Starten des Verbrennungsmotors (1 1 )  S3b: Starting the internal combustion engine (1 1)
Festsetzen des Mv (21 1 ) auf einem vorbestimmten Wert Senken des Μκο auf 0  Set the Mv (21 1) to a predetermined value, lowering the Μκο to 0
Erhöhen der nv (1 1 1 ) auf nvcomf mit nvcomf > ΠΕΜ  Increase nv (1 1 1) on nvcomf with nvcomf> ΠΕΜ
bei Erreichen von nv = nvcomf: when nv = nvcomf is reached:
S4: Erhöhen des Μκο (213) auf MKOmax  S4: Increasing the Μκο (213) to MKOmax
Reduzieren des MEM  Reduce the MEM
wobei nvcomf die nv bezeichnet, die für einen Komfortstart vorbestimmten Bedingungen erfüllt.  where nvcomf denotes the nv satisfying predetermined conditions for comfort start.
4. Verfahren nach Anspruch 1 oder 2, wobei der Verfahrensschritt S sync insgesamt folgende Unterschritte aufweist: 4. The method according to claim 1 or 2, wherein the method step S sync has the following substeps overall:
S3b': Starten des Verbrennungsmotors (1 1 )  S3b ': Starting the internal combustion engine (1 1)
Festsetzen des Mv (21 1 ) auf einem vorbestimmten Wert Set the Mv (21 1) to a predetermined value
Erhöhen von Μκο Increasing Μκο
Erhöhen der nv (1 1 1 ) auf nvfast mit nvfast < ΠΕΜ bei Erreichen von nv = nvfast: Increase the nv (1 1 1) to nvfast with nvfast <ΠΕΜ when nv = nvfast is reached:
S4 Erhöhen des Μκο (213) auf Ivkomax  S4 Increasing the Μκο (213) to Ivkomax
Reduzieren des MEM wobei nvfast die nv bezeichnet, die für einen Schnellstart vorbestimmten Bedingungen erfüllt.  Reducing the MEM where nvfast denotes the nv satisfying predetermined conditions for a quick start.
5. Verfahren nach Anspruch 3 oder 4, wobei für S4 das Erhöhen des Μκο (213) kontinuierlich erfolgt. 5. The method of claim 3 or 4, wherein for S4 increasing the Μκο (213) is carried out continuously.
6. Verfahren nach einem der Ansprüche 3 bis 5, wobei für S2 das Senken der MKI/2 (214) auf MKI/2SNp kontinuierlich erfolgt. 6. The method according to any one of claims 3 to 5, wherein for S2, the lowering of the MKI / 2 (214) to MKI / 2SN p is carried out continuously.
7. Verfahren nach einem der Ansprüche 3 bis 6, wobei für S5 das Erhöhen des MK1/2 (214) auf MK1/2max kontinuierlich erfolgt. 7. The method according to any one of claims 3 to 6, wherein for S5, increasing the MK1 / 2 (214) to MK1 / 2max continuously.
8. Verfahren nach einem der Ansprüche 1 bis 7, wobei das Festsetzen des Mv auf einem vorbestimmten Wert Msauger erfolgt, der dem maximalen Drehmoment entspricht, unter dem der Verbrennungsmotor ohne Turbolader arbeitet. 8. The method according to any one of claims 1 to 7, wherein the setting of the Mv is carried out on a predetermined value of vacuums, which corresponds to the maximum torque at which the internal combustion engine operates without a turbocharger.
9. Steuervorrichtung zur Durchführung des Verfahrens nach einem der Ansprüche 1 bis 8. 9. Control device for carrying out the method according to one of claims 1 to 8.
10. Antriebsstrang für ein Hybridfahrzeug, umfassend 10. powertrain for a hybrid vehicle, comprising
mindestens at least
- einen Verbrennungsmotor (1 1 ), der mit Drehzahl nv (1 1 1 ) und mit Drehmoment Mv (21 1 ) betrieben werden kann und bei nv ^ nvstart gestartet werden kann,  - An internal combustion engine (1 1), which can be operated at speed nv (1 1 1) and with torque Mv (21 1) and can be started at nv ^ nvstart,
- einen Elektromotor (12), der mit Drehzahl ΠΕΜ (1 12) und mit Drehmoment MEM (212) betrieben werden kann,  - An electric motor (12) which can be operated at speed ΠΕΜ (1 12) and with torque MEM (212),
- ein Getriebe (15), - eine zwischen Verbrennungsmotor (1 1 ) und Elektromotor (12) angeordnete Kupplung K0 (13), die mit einem Kupplungsmoment Μκο (213) a transmission (15), a clutch K0 (13) arranged between internal combustion engine (11) and electric motor (12) and having a clutch torque Μκο (213)
geöffnet mit Μκο (213) = 0,  opened with Μκο (213) = 0,
geschlossen mit Μκο (213) = Ivkomax oder  closed with Μκο (213) = Ivkomax or
in einem Schlupfmodus mit Μκο (213) = MKOSNP in a slip mode with Μκο (213) = MKOSN P
geschaltet sein kann,  can be switched
- eine zwischen Elektromotor (12) und Getriebe (15) angeordnete Kupplung K1/2 (14), die die mit einem Kupplungsmoment Μκι/2 (214)  a clutch K1 / 2 (14) arranged between the electric motor (12) and the transmission (15) and having the clutch torque Μκι / 2 (214)
geöffnet in mit Μκι/2 (214) = 0,  opened in with Μκι / 2 (214) = 0,
geschlossen mit Μκι/2 (214) = Μκι /2max oder  closed with Μκι / 2 (214) = Μκι / 2max or
in einem Schlupfmodus mit Μκι/2 (214) = MKI/2SNP  in a slip mode with Μκι / 2 (214) = MKI / 2SNP
geschaltet sein kann,  can be switched
wobei sich der Antriebsstrang zu Beginn des Verfahrens in einem rein elektrischen Fahrmodus mit Μκο = 0 und Μκι/2 = MKi/2max und ΠΕΜ > 0 befindet, sowie eine Steuervorrichtung zur Durchführung des Verfahrens nach einem der Ansprüche 1 bis 8. wherein the drive train is at the beginning of the process in a purely electric driving mode with Μκο = 0 and Μκι / 2 = MKi / 2max and ΠΕΜ> 0, and a control device for performing the method according to one of claims 1 to 8.
PCT/DE2017/100158 2016-02-29 2017-02-28 Method for starting an internal combustion engine of a hybrid vehicle and control unit for operating the method WO2017148474A1 (en)

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