Method to control a hybrid drive train

• US 8,187,146 B2
• Filed: 06/03/2009
• Issued: 05/29/2012
• Est. Priority Date: 06/12/2008
• Status: Expired due to Fees

• Current Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Original Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Inventors: Allgaier, Bernd, Tenbrock, Friedrich, Lemp, Thomas, Gromus, Michael
• Primary Examiner(s): Olszewski, John R
• Assistant Examiner(s): FOLLMAN, BRODIE J
• Application Number:
  US12/477,212
• Publication Number:
  US 20090312144A1
• Time in Patent Office: 1,091 Days
• Field of Search: 477/2, 477/5, 477/6, 477/176, 477/180, 477/181, 180/65.21, 180/65.265, 180/65.25, 180/65.26, 180/65.27, 180/65.28, 180/65.285, 903/903, 903/913, 903/914, 903/915, 903/918, 701/67, 701/68
• US Class Current: 477/5
• CPC Class Codes: B60K 2006/268 Electric drive motor starts the engine, i.e. used as starter motor
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2240/441 Speed
• CPC Class Codes: B60L 2240/445 Temperature
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/40 Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers power-up or power-down of the driveline B60W30/192
• CPC Class Codes: B60W 2510/0275 Clutch torque
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2510/0676 Engine temperature
• CPC Class Codes: B60W 2710/0661 Speed change rate
• CPC Class Codes: B60W 2710/0666 Engine torque
• CPC Class Codes: B60W 2710/083 Torque
• CPC Class Codes: Y02T 10/40 Engine management systems
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility

Abstract

A method of controlling a hybrid drive train of a vehicle which comprises, in series, an internal combustion engine, a clutch, an electric motor and a transmission with an output connected to the drive axle. During traction operation, the vehicle changes from an electric driving mode into a combination driving mode or a combustion engine driving mode, in that the clutch is engaged and the electric torque is temporarily increased. The method includes regulating engagement of the clutch at least until reaching a starting rotational speed of the combustion engine such that the acceleration of the combustion engine occurs according to a predetermined progression of rotational speed and that the torque of the combustion engine is increased by the same amount as the transferable torque of the clutch is increased by the engagement process.

Claims

1. A method of controlling a hybrid drive train of a motor vehicle having a serial arrangement of an internal combustion engine (VM), a clutch (K), an electric motor (EM) operating as an engine and a generator, and a drive transmission having an output drivingly connected to a drive axle of the motor vehicle, the method comprising the steps of:

during a traction operation of the motor vehicle, initiating a change from an electric driving mode, with the internal combustion engine (VM) shut off, the clutch (K) disengaged and the electric motor (EM) in engine operation, to one of a combination driving mode, with the internal combustion engine (VM) in a traction operation, the clutch (K) engaged and the electric motor (EM) in an engine operation, and an internal combustion driving mode, with the internal combustion engine (VM) in a traction mode, the clutch (K) engaged and the electric motor (EM) shifted to a disconnected state,

initiating engagement of the clutch (K)

temporarily increasing the torque of the electric motor (EM)

regulating engagement of the clutch (K), during engagement, at least until a starting rotational speed (n_Start) of the internal combustion engine (VM) is reached,

moderating acceleration of the internal combustion engine (VM) according to a predetermined progression of rotational speed (n_VM(t)) via, at least, the regulation of clutch engagement;

increasing a transferable torque (M_K) of the clutch (K) through engagement of the clutch (K); and

increasing a torque (M_EM) of the electric motor (EM) concurrently, by an equal magnitude, and at an equal rate as the transferable torque (MK) of the clutch (K) is increased, such that a derivative of the torque (M_EM) of the electric motor (EM) with respect to time is equal to a derivative of the transferable torque (M_K) of the clutch (K) with respect to time and a change in the torque (M_EM) of the electric motor (EM) is equal to a change in the transferable torque (M_K) of the clutch (K).

2. The method according to claim 1, further comprising the step of defining the predetermined progression of the rotational speed (n_VM(t)) of the internal combustion engine (VM) as an increase in rotational speed which has a constant rotational speed gradient, where the derivative of internal combustion engine (VM) rotational speed (n_VM(t)) with respect to time is constant.

3. The method according to claim 1, further comprising the step of after the start of the internal combustion engine (VM), both continuing to engage the clutch (K) and decreasing the torque (M_EM) of the electric motor (EM) substantially contemporaneously with accelerating the internal combustion engine (VM) to a rotational speed (n_EM) of the electric motor (EM).

4. The method according to claim 3, further comprising the step of, after a decrease in torque (M_EM) of the electric motor (EM) caused by starting of the internal combustion engine (VM), one of increasing or decreasing the torque (M_VM) of the internal combustion engine (VM) and the torque (M_EM) of the electric motor (EM) in a coordinated manner to attain a target value.

5. The method according to claim 4, further comprising the step of reducing the torque (M_EM) of the electric motor (EM) by a same amount of the torque (M_VM) of the internal combustion engine (VM) is increased such that a derivative of the torque (M_EM) of the electric motor (EM), with respect to time, is equal to a negative of a derivative of the torque (M_VM) of the internal combustion engine (VM) with respect to time, and a change in the torque (M_EM) of the electric motor (EM) is equal to a negative of a change in of the torque (M_VM) of the internal combustion engine (VM).

6. The method according to claim 1, further comprising the steps of:

correcting a control parameter of an associated clutch actuator, with each change in the hybrid driving mode being a function of at least one relevant and currently determined operating parameter of the internal combustion engine (VM), and

determining, via the control parameter, an initial torque engagement rate of the clutch (K) during the engagement of the clutch (K) required by starting of the internal combustion engine (VM).

7. The method according to claim 6, further comprising the steps of:

detecting a relevant engine temperature (T_VM) of the internal combustion engine (VM) by sensors,

correcting the control parameter of the clutch actuator in the presence of an engine temperature (T_VM) greater than a reference temperature (T_Ref) by decreasing the initial torque engagement rate, and

correcting the control parameter of the clutch actuator in the presence of an engine temperature (T_VM) less than a reference temperature (T_Ref) by increasing the initial torque engagement rate.

8. The method according to claim 7, further comprising the steps of:

detecting a shut-down period (Δ

t_Abst) since a last shut-down of the internal combustion engine (VM),

correcting the control parameter of the clutch actuator by increasing the initial torque engagement rate if the shut down period (Δ

t_Abst) is greater than a reference time (Δ

t_Ref), and

correcting the control parameter of the clutch actuator by decreasing the initial torque engagement rate if the shut down period (Δ

t_Abst) is less than the reference time (Δ

t_Ref).

9. The method according to claim 1, further comprising the steps of:

determining, with each change in the hybrid driving mode, a current control parameter of an associated clutch actuator, which determines an intermediate torque engagement rate of the clutch (K) during the engagement of the clutch (K) required by engine start, and

adapting a previously valid control parameter to the currently determined control parameter if the current control parameter deviates from the previously valid control parameter for control of an initial torque engagement rate of the clutch (K).

10. The method according to claim 9, further comprising the steps of:

ascertaining, in connection with at least one current, short-term variable operating parameter, the control parameter of the associated clutch actuator which determines the intermediate torque engagement rate;

of the clutch (K), and

determining a relevant, previously valid control parameter as a function of the at least one operating parameter for control of the initial torque engagement rate of the clutch (K) from a plurality of control parameters parameterized accordingly and subsequently adapting the previously valid control parameter.

11. The method according to claim 1, further comprising the step of determining a torque (M_EM—

_Gr) of the electric motor (EM) causing a change of the hybrid driving mode as a function of at least one relevant and currently detected operating parameter of the internal combustion engine (VM).

12. The method according to claim 11, further comprising the steps of:

detecting, with at least one sensor, a relevant engine temperature (T_VM) of the internal combustion engine (VM),

increasing the torque (M<sub>EM—

Gr</sub>) of the electric motor (EM) if the engine temperature (T_VM) is above a reference temperature (T_Ref), and

reducing the torque (M<sub>EM—

Gr</sub>) of the electric motor (EM), if the engine temperature (T_VM) is below the reference temperature (T_Ref).

13. The method according to claim 11, further comprising the steps of:

detecting a shut-down period (Δ

t_Abst) since a prior shut-down of the internal combustion engine (VM),

reducing the torque (M<sub>EM—

Gr</sub>) of the electric motor (EM) if the shut-down period (Δ

t_Abst) is greater than a reference time (Δ

t_Ref); and

increasing the torque (M<sub>EM—

Gr</sub>) of the electric motor (EM) if the shut-down period (Δ

t_Abst) is less than a reference time (Δ

t_Ref).

14. The method according to claim 1, wherein the driving transmission is a double clutch transmission equipped with two shift clutches and the method further comprising the step of maintaining a disengagement of a load-bearing shift clutch up to a slippage limit for damping torque peaks during a change of the hybrid driving mode.

15. The method according to claim 1, wherein the driving transmission is an automatic planetary transmission with friction shift elements and the method further comprising the step of maintaining a disengagement of at least one load-bearing friction shift element up to a slippage limit for damping torque peaks during a change of the hybrid driving mode.

16. The method according to claim 1, wherein a hydraulic torque converter, equipped with a lock-up clutch, is arranged directly upstream of the driving transmission and the method further comprising the step of maintaining disengagement of the lock-up clutch, for damping torque peaks, during a change of the hybrid driving mode.

17. The method according to claim 1, further comprising the step of carrying out a gear shifting process in coordination with and substantially concurrently with when a hybrid driving mode changes.

18. A method of controlling a hybrid drive train of a motor vehicle during traction operation of the vehicle to change from an exclusively electrically driving mode to either an exclusively internal combustion driving mode or a combined driving mode, the drive train comprising, in series, an internal combustion engine (VM), a clutch (K), an electric motor (EM), which is operable as an engine and a generator, and a drive transmission having an output drivingly coupled to a drive axle, the method comprising the steps of:

shutting off the internal combustion engine (VM), disengaging the clutch (K), and operating the electric motor (EM) as an engine when the drive train is in the exclusively electrically driving mode;

operating the internal combustion engine (VM) in a traction state, engaging the clutch (K) and operating the electric motor (EM) in a disconnected state when the drive train is in the exclusively internal combustion driving mode; and

operating the internal combustion engine (VM) in a traction state, engaging the clutch (K) and operating the electric motor (EM) as an engine when the drive train is in the combined driving mode;

regulating engagement of the clutch (K), at least until the internal combustion engine (VM) reaches a starting rotational speed (n_Start), such that acceleration of the internal combustion engine (VM) takes place according to a predetermined progression of rotational speed (n_VM(t)); and

simultaneously, during engagement of the clutch, increasing torque (M_EM) of the electric motor (EM) and transferable torque (MK) of the clutch (K) by a same amount and at a same rate such that a derivative of the torque (M_EM) of the electric motor (EM), with respect to time, is equal to a derivative of the transferable torque (M_K) of the clutch (K), with respect to time, and a change in the torque (M_EM) of the electric motor (EM) is equal to a change in the transferable torque (M_K) of the clutch (K).