WO2010057728A1 - Procédé et dispositif de fonctionnement d'un véhicule avec un entraînement hybride - Google Patents

Procédé et dispositif de fonctionnement d'un véhicule avec un entraînement hybride Download PDF

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Publication number
WO2010057728A1
WO2010057728A1 PCT/EP2009/063570 EP2009063570W WO2010057728A1 WO 2010057728 A1 WO2010057728 A1 WO 2010057728A1 EP 2009063570 W EP2009063570 W EP 2009063570W WO 2010057728 A1 WO2010057728 A1 WO 2010057728A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive unit
torque
vehicle
drive
coupling
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2009/063570
Other languages
German (de)
English (en)
Inventor
Markus Kretschmer
Kaspar Schmoll Genannt Eisenwerth
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of WO2010057728A1 publication Critical patent/WO2010057728A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the invention relates to a method for operating a vehicle with a hybrid drive, in which a first drive unit provides a contribution to the drive of the vehicle, wherein a second drive unit is started by a coupling to the second drive unit and an apparatus for performing the method ,
  • Vehicles with a hybrid drive structure have an internal combustion engine and as a second drive unit usually an electric motor.
  • the drive torque can be applied during the driving operation of the hybrid vehicle of both drive units.
  • parallel hybrids In the so-called parallel hybrids is an electric drive on the shaft of an internal combustion engine. Electric drive and the internal combustion engine are connected to each other via a separating clutch, if both contribute to the propulsion of the vehicle. If the disconnect clutch is open, the electric drive drives the vehicle alone.
  • the internal combustion engine is started while the electric drive is running by closing the separating clutch.
  • This subsystem thus assumes the function of a starter in a conventional system.
  • the disconnect clutch is opened in order to decouple the drag torque of the internal combustion engine from the rest of the vehicle driveline, thereby achieving a higher driveline efficiency.
  • the separating clutch closes uncontrollably.
  • the internal combustion engine is accelerated from standstill within a very short time to the speed of the electric drive.
  • the inertia of the internal combustion engine delays the speed of the electric drive. With an engaged gear this leads to a deceleration of the wheels and thus of the vehicle.
  • Hybrid drive with the features of claim 1 has the advantage that unstable driving conditions, as they can occur in a sudden deceleration of the wheels are reliably prevented. If the second drive unit is unintentionally coupled, a torque build-up takes place immediately on the first drive unit, as a result of which the unstable driving situations, which can occur in particular on wet roads, are prevented.
  • a driving dynamics control becomes active, which attempts to stabilize the vehicle by means of targeted braking interventions on the individual wheels and the return of the engine torque.
  • the torque build-up of the first drive unit compensates for a torque loss caused by the coupling of the second drive unit.
  • the sudden loss of drive torque, which occurs due to the sudden start of the second drive unit is compensated because the first drive unit additionally generates as much torque as the loss torque of the second drive unit is large.
  • the torque build-up on the first drive unit takes place immediately after the occurrence of the loss torque of the second drive unit. Since an unstable state is a very time-critical process, the first drive unit intervenes very quickly. In a development, the torque build-up on the first drive unit always takes place when it is detected that the second drive unit has been coupled. As a result, an immediate response to the unintentional start of the second drive unit is possible. Thus, a delay of all wheels is reliably prevented, whereby the unstable driving state is avoided.
  • the coupling of the second drive unit is detected particularly quickly by monitoring the rotational speed of the second drive unit. Since the speed when the second drive unit is zero, a deviation of zero is immediately recognized as the start of the second drive unit and appropriate countermeasures can be initiated.
  • the coupling of the second drive unit is detected by means of actuation of a clutch actuator.
  • a clutch actuator is opened to circulate the hydraulic fluid to actuate the disconnect clutch.
  • Clutch actuator monitoring is not only very convenient but also very cost-effective solutions, since no additional components for monitoring are necessary, but the components used in the vehicle itself are used.
  • a time profile of the torque loss on an acceleration procedure on a wheel of the vehicle is evaluated.
  • the mass inertia of the drive train components, which are responsible for the temporal behavior of the torque loss of the second drive unit, is taken into account.
  • the time profile of the loss torque is stored in at least one map.
  • the map is designed speed and / or gear-dependent.
  • a first drive unit contributes to driving the vehicle, wherein a second drive unit is started by a coupling to the first drive unit.
  • a second drive unit is started by a coupling to the first drive unit.
  • means are provided which initiate a torque build-up on the first drive unit in case of unintentional coupling of the second drive unit.
  • the first drive unit and the second drive unit are connected to one another via a separating clutch, wherein the first drive unit starts the second drive unit after closing the separating clutch.
  • the sudden and uncontrolled closing of the separating clutch causes a relief of the rear axle of the vehicle, wherein the front axle of the vehicle is loaded to the same extent.
  • the loss of rear axle load reduces the traction potential at the rear wheels, which is corrected by the torque increase on the first drive unit.
  • a control unit of the first drive unit increases the torque of the first drive unit after detecting the unintentional closure of the disconnect clutch.
  • the torque loss occurring so suddenly by starting the second drive unit is compensated by the torque increase of the first drive unit.
  • control unit increases the torque of the first drive unit until a torque loss caused by the coupling of the second drive unit is compensated for by this. This means that the torque of the first drive unit increases by exactly the same value as the torque loss of the second drive unit. decreases power unit. Since this compensates for the traction potential at the rear wheels, dangerous driving situations are avoided. The driver thus does not perceive the braking of the wheels.
  • Figure 1 an embodiment of a drive train of a parallel hybrid vehicle
  • FIG. 3 shows a schematic flow diagram of an exemplary embodiment of the method according to the invention
  • Figure 4 Effects in a faulty closing of the separating clutch with simultaneous compensation by the electric motor.
  • FIG. 1 shows a drive train of a motor vehicle with a parallel hybrid, in which an electric motor 1 is arranged on the drive shaft 3 of an internal combustion engine 2. Between the electric motor 1 and the internal combustion engine 2, a separating clutch 4 is arranged, which decouples the internal combustion engine 2 of the electric motor 1 in the open state, so that a purely electric driving is possible. To the electric motor 1, a converter 5 connects, which in turn is connected to an automatic transmission 6. The automatic transmission 6 leads to an axle 7, which transmits the torque applied by the internal combustion engine 2 and / or the electric motor 1 to a wheel 8.
  • the electric motor 1 is controlled by a control unit 9 which is connected to a speed sensor 10, which is opposite to the drive shaft 3 of the internal combustion engine 2, to rotations of the drive shaft 3, through the Combustion engine 2 are caused to detect.
  • the controller 9 is connected to the transmission 6 to detect which gear is engaged.
  • a not shown on the vehicle axle 7 speed sensor provides the controller 9 information about the vehicle speed v Fz g.
  • the separating clutch 4 is arranged in a hydraulic system, by which it is hydraulically opened and closed. In the depressurized state, the separating clutch 4 is closed. In driving states in which purely electric driving is, the separating clutch 4 is opened. In the event of a fault, for example in the case of a sudden pressure loss in the hydraulic clutch system, it may happen that the separating clutch 4 closes uncontrollably. As a result, the internal combustion engine 2 is accelerated from standstill in a very short time to the rotational speed of the electric motor 1. The inertia of the internal combustion engine 2 delays the rotational speed of the electric motor 1. This causes a delay of the wheels 8 with an engaged gear, which also has a similar effect on a sudden emergency braking on the vehicle. In this case, driving situations may occur, in particular in the case of a wet roadway, in which the sudden loss of driving torque leads to an unstable driving state.
  • FIG. 2 The diagrams shown in Figure 2 show the vehicle reactions in a faulty closing of the separating clutch 4 at a vehicle speed V Fzg of about 50 km / h according to the prior art.
  • the clutch torque T Ko occurring when the clutch 4 closes is shown in FIG. 2 a.
  • This is also confirmed by the acceleration a Fzg shown in FIG. 2d.
  • An acceleration a Fzg which fluctuates periodically between positive (0.1) and negative (-0.2) values occurs when the separating clutch 4 closes unexpectedly.
  • the wheels of the rear axle HA require in this driving situation a necessary coefficient of friction ⁇ HA of about 0.3.
  • a maximum coefficient of friction of 1. 0 to 1. 1 prevails on a dry grip track surface, so that the vehicle remains track-stable on such an underground despite the fault caused by the faulty closing of the separating clutch 4.
  • the coefficient of friction of the road surface is reduced by rain, water in ruts or the like, there is the danger of skidding even at low vehicle speeds.
  • the control unit 9 monitors the movement of the drive shaft 3 of the internal combustion engine 2 with the aid of the rotational speed sensor 10. In purely electrical operation of the vehicle, the drive shaft 3 of the internal combustion engine 2 is detected. However, the control unit 9 detects a movement of the drive shaft 3 of the internal combustion engine 2. it is concluded that the separating clutch 4 has suddenly closed.
  • the control unit 9 accesses a stored in a memory map in which the inertia of the powertrain components (such as combustion engine 2, primary side clutch 4) in response to the unregulated
  • the mass inertias are also stored depending on speed and / or gear. Since the engaged gear and the vehicle speed are known from the current driving situation, the torque loss resulting from the acceleration of the internal combustion engine 2 is determined in block 103.
  • the torque T ELM necessary for the electric motor 1 is determined from the loss torque determined in this way, which torque is additionally supplied to the electric motor 1 in order to compensate for the loss torque of the internal combustion engine 2.
  • the electric motor 1 is piloted in block 105 by the control unit 9 in such a way that the additional torque T ELM of the electric motor 1 has exactly the same amount as the loss torque caused by the internal combustion engine 2. Both moments have opposite signs.
  • FIG. 4 shows the vehicle conditions during a faulty closing of the vehicle
  • Disconnect 4 with a simultaneous compensation caused by the internal combustion engine 2 loss torque by the electric motor 1.
  • the vehicle speed is here about 50 km / h.
  • the scale of Figure 4 has been increased compared to Figure 2 in order to still be able to represent the effects occurring.
  • the separating clutch 4 is closed at 23.5 s in this example ( Figure 4a).
  • the vehicle speed V Fzg suffers a brief break-in (FIG. 4c).
  • the time course of the signals for the vehicle acceleration acceleration Fzg and the necessary coefficients of friction ⁇ HA , ⁇ VA on the front axle VA and the rear axle HA shows a significantly improved vehicle behavior.
  • the required coefficient of friction ⁇ HA , U VA is reduced by approximately 50% compared to the previous example (FIG. 2). This means a significantly improved driving stability even on wet roads.
  • FIG. 4e shows the torque T ELM of the electric motor 1 necessary for compensation.
  • This torque T ELM is generated immediately after the closing of the separating clutch 4 for less than 1 s. This is sufficient for the improvement of the vehicle condition after the sudden closure of the disconnect clutch 4.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un procédé de fonctionnement d'un véhicule avec un entraînement hybride. Un premier groupe d'entraînement (1) fournit une contribution à l'entraînement du véhicule. Un deuxième groupe d'entraînement (2) est démarré par un accouplement avec le premier groupe d'entraînement (1). En cas d'accouplement intempestif du deuxième groupe d'entraînement (2), afin de pouvoir réagir aussi rapidement que possible à la fermeture de l'accouplement de séparation (4), on réalise une augmentation du couple (TELM) du premier groupe d'entraînement (1).
PCT/EP2009/063570 2008-11-21 2009-10-16 Procédé et dispositif de fonctionnement d'un véhicule avec un entraînement hybride Ceased WO2010057728A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008043984A DE102008043984A1 (de) 2008-11-21 2008-11-21 Verfahren und Vorrichtung zum Betreiben eines Fahrzeuges mit einem Hybridantrieb
DE102008043984.3 2008-11-21

Publications (1)

Publication Number Publication Date
WO2010057728A1 true WO2010057728A1 (fr) 2010-05-27

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ID=41796268

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PCT/EP2009/063570 Ceased WO2010057728A1 (fr) 2008-11-21 2009-10-16 Procédé et dispositif de fonctionnement d'un véhicule avec un entraînement hybride

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Country Link
DE (1) DE102008043984A1 (fr)
WO (1) WO2010057728A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0922600A2 (fr) * 1997-12-12 1999-06-16 Toyota Jidosha Kabushiki Kaisha Procédé de commande d'un véhicule hybride pendant le démarrage du moteur à combustion
DE10316422A1 (de) * 2002-04-10 2003-12-11 Luk Lamellen & Kupplungsbau Verfahren, Vorrichtung und deren Verwendung zum Betrieb eines Kraftfahrzeuges
FR2882698A1 (fr) * 2005-03-01 2006-09-08 Peugeot Citroen Automobiles Sa Procede de decollage rapide d'un vehicule hybride
EP1772301A2 (fr) * 2005-10-06 2007-04-11 Nissan Motor Company Limited Système de commande de la traction du véhicule

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0922600A2 (fr) * 1997-12-12 1999-06-16 Toyota Jidosha Kabushiki Kaisha Procédé de commande d'un véhicule hybride pendant le démarrage du moteur à combustion
DE10316422A1 (de) * 2002-04-10 2003-12-11 Luk Lamellen & Kupplungsbau Verfahren, Vorrichtung und deren Verwendung zum Betrieb eines Kraftfahrzeuges
FR2882698A1 (fr) * 2005-03-01 2006-09-08 Peugeot Citroen Automobiles Sa Procede de decollage rapide d'un vehicule hybride
EP1772301A2 (fr) * 2005-10-06 2007-04-11 Nissan Motor Company Limited Système de commande de la traction du véhicule

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Publication number Publication date
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