WO2017148474A1 - Procédé permettant de faire démarrer un moteur à combustion interne de véhicule hybride et unité de commande pour la mise en oeuvre dudit procédé - Google Patents

Procédé permettant de faire démarrer un moteur à combustion interne de véhicule hybride et unité de commande pour la mise en oeuvre dudit procédé 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
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/DE2017/100158
Other languages
German (de)
English (en)
Inventor
Timo Kersting
Marco Rohe
Shen Wang
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and 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 and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to EP17716110.6A priority Critical patent/EP3423321A1/fr
Priority to CN201780013818.9A priority patent/CN108698590A/zh
Publication of WO2017148474A1 publication Critical patent/WO2017148474A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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
    • B60K6/22—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 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 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
    • 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
    • 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
    • B60K6/50—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
    • 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
    • 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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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

La présente invention concerne un procédé permettant de faire démarrer un moteur à combustion interne d'un groupe motopropulseur dans un véhicule hybride comportant au moins un moteur à combustion interne et au moins un moteur électrique en tant que système d'entraînement dans une disposition hybride parallèle, en particulier une disposition appelée P2.
PCT/DE2017/100158 2016-02-29 2017-02-28 Procédé permettant de faire démarrer un moteur à combustion interne de véhicule hybride et unité de commande pour la mise en oeuvre dudit procédé Ceased WO2017148474A1 (fr)

Priority Applications (2)

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EP17716110.6A EP3423321A1 (fr) 2016-02-29 2017-02-28 Procédé permettant de faire démarrer un moteur à combustion interne de véhicule hybride et unité de commande pour la mise en oeuvre dudit procédé
CN201780013818.9A CN108698590A (zh) 2016-02-29 2017-02-28 用于启动混合动力车辆的内燃机的方法和用于运行该方法的控制单元

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DE102016203260.7A DE102016203260A1 (de) 2016-02-29 2016-02-29 Verfahren zum Starten eines Verbrennungsmotors eines Hybridfahrzeugs und Steuereinheit zum Betreiben des Verfahrens
DE102016203260.7 2016-02-29

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