METHOD FOR OPERATING A DRIVE TRAIN

• US 20100273607A1
• Filed: 04/26/2010
• Published: 10/28/2010
• Est. Priority Date: 04/27/2009
• Status: Active Grant

• Current Assignee: Schaeffler Technologies AG & Co.KG (INA-Holding Schaeffler GmbH & Co. KG)
• Original Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KG
• Inventors: Winkler, Thomas, Dagdan, Ali
• Granted Patent: US 8,287,430 B2
• Time in Patent Office: Days
• US Class Current: 477/115
• CPC Class Codes: B60K 6/105 the accumulator being a flywheel
• CPC Class Codes: Y02T 10/62 Hybrid vehicles

Abstract

A method for operating a drive train in a motor vehicle with a dual mass flywheel driven by an internal combustion engine via a crankshaft and at least a transmission input shaft of a transmission that can be coupled with an output part of the dual mass flywheel. Between the input part and output part a hysteresis-laden damping device is effective, which influences engine torque output from the internal combustion engine and load torque transmitted to at least a transmission input shaft through the hysteresis characteristic. To eliminate the disturbances caused by the dual mass flywheel a state model constantly determines rotation speeds of the input part and of the output part and depending on a differential angle determined from the rotation speeds and from the characteristic numbers of the damping device, a characteristic disturbance torque for influencing at least the load torque is determined in real time.

Claims

1. A method for operating a drive train (1) in a motor vehicle with a dual mass flywheel (9) driven by an internal combustion engine (2) via a crankshaft (3) and at least a transmission input shaft (5) of a transmission (6) that can be coupled with an output part (7) of the dual mass flywheel (9), wherein between the input part (4) and output part (7) a hysteresis-laden damping device (8) is effective, which influences engine torque output from the internal combustion engine (2) and load torque transmitted to at least a transmission input shaft (5) through the hysteresis characteristic, rotation speeds of the input part and of the output part are constantly determined and depending on a differential angle determined from the rotation speeds between the input part (4) and the output part (7) and from the characteristic numbers of the damping device (8), a characteristic disturbance torque for influencing at least the load torque is determined in real time.

2. The method according to claim 1, wherein the load torque is corrected by means of the disturbance torque.

3. The method according to claim 2, wherein the transmission (6) is controlled depending on the load torque corrected by means of the disturbance torque.

4. The method according to claim 1, wherein the disturbance torque for respective differential angles is calculated in different respective ways depending on characteristic numbers that change proportionally with the rotation speed of the dual mass flywheel.

5. The method according to claim 4, wherein several differential angle areas (14, 15, 16, and 17) are provided, in which the disturbance torque is determined respectively according to the same correlation of the characteristic numbers depending on the rotation speed.

6. The method according to claim 4, wherein characteristic numbers of the damping device (8) are at least stiffness of arc spring (12), with windings supported radially outside, acting between input- and output part (4, 7), moment of friction acting between input- and output part (4, 7) and the moments of inertia of flywheel masses assigned to the input- and output part (4, 7).

7. The method according to claim 6, wherein a first differential angle area (14) comprises an activation area of the arc spring (12).

8. The method according to claim 6, wherein a second differential angle area (15) comprises determining the disturbance torque without the consideration of the windings of the arc spring (12) going solid.

9. The method according to claim 6, wherein a third differential angle area (16) comprises determining the disturbance torque whilst considering the windings of the arc spring (12) partially going solid.

10. The method according to claim 6, wherein a forth differential angle area (17) comprises determining the disturbance torque whilst considering the windings of the arc spring (12) fully going solid.

11. The method according to claim 6, wherein:

a first differential angle area (14) comprises an activation area of the arc spring (12);

a second differential angle area (15) comprises determining the disturbance torque without the consideration of the windings of the arc spring (12) going solid;

a third differential angle area (16) comprises determining the disturbance torque whilst considering the windings of the arc spring (12) partially going solid; and

,

a forth differential angle area (17) comprises determining the disturbance torque whilst considering the windings of the arc spring (12) fully going solid.

12. The method according to claim 11, wherein the first torsion angle area (14) is smaller than 30°

, the second torsion angle area (15) lies between 20° and

50°

, the third torsion angle area (16) lies between 40° and

70° and

the forth torsion angle area (17) is greater than 60°

.

13. The method according to claim 11, wherein the disturbance torque of at least one of the torsion angle area (14, 15, 16, 17) is determined dependent on a deflection of the arc spring (12) for a full hysteresis loop by which all the windings of the arc spring (12) are laid out in one direction and partial hysteresis loops (19), by which the sign of the differential angle changes, whereas all the windings are not yet deflected in one direction.