CN112105535A - Method for restarting internal combustion engine in hybrid powertrain system - Google Patents
Method for restarting internal combustion engine in hybrid powertrain system Download PDFInfo
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- CN112105535A CN112105535A CN201980028895.0A CN201980028895A CN112105535A CN 112105535 A CN112105535 A CN 112105535A CN 201980028895 A CN201980028895 A CN 201980028895A CN 112105535 A CN112105535 A CN 112105535A
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 57
- 238000000034 method Methods 0.000 title claims abstract description 28
- 230000007613 environmental effect Effects 0.000 claims abstract description 3
- 230000009191 jumping Effects 0.000 claims description 2
- 238000012544 monitoring process Methods 0.000 claims description 2
- 238000012986 modification Methods 0.000 claims 2
- 230000004048 modification Effects 0.000 claims 2
- 230000005540 biological transmission Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 2
- 230000002706 hydrostatic effect Effects 0.000 description 2
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
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- 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
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- 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
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- 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
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- 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
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- 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
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- 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
- B60K6/26—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 motors or the generators
- B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
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- 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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0062—Adapting control system settings
- B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
- B60W2050/0083—Setting, resetting, calibration
- B60W2050/0088—Adaptive recalibration
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- 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
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
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- 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
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
- B60W2510/0652—Speed change rate
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- 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
- B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
- B60W2555/20—Ambient conditions, e.g. wind or rain
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/92—Hybrid vehicles
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- 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
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- 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
- Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
- Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
- Y04S10/00—Systems supporting electrical power generation, transmission or distribution
- Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
- Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]
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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
The invention relates to a method for restarting an internal combustion engine in a hybrid drive-train system, in which method a hybrid disconnect clutch (4) separates or connects the internal combustion engine (2) from an electric motor (3), wherein the internal combustion engine (2) is restarted by the electric motor (3) using a defined torque (TTarget) of the hybrid disconnect clutch (4) during electric-only driving and when the hybrid disconnect clutch (4) is closed. In a method for enabling a reliable restart, a prescribed clutch torque (TTarget) for mixing the hybrid clutch (4) is modified as a function of at least one operating and/or environmental parameter when restarting the internal combustion engine (2).
Description
Technical Field
The invention relates to a method for restarting an internal combustion engine in a hybrid drive train, in which method a hybrid disconnect clutch separates or connects the internal combustion engine from an electric motor, wherein the internal combustion engine is restarted by the electric motor using a defined clutch torque of the hybrid disconnect clutch during purely electric driving and when the hybrid disconnect clutch is closed.
Background
EP 2193060B 1 discloses a method for operating a drive-train, in which method, for starting an internal combustion engine in a hybrid drive-train by means of an electric motor, the closing and opening of a clutch arranged between the internal combustion engine and the electric motor is controlled in such a way that: the clutch is placed in a slipping state by partial closure in order to start the internal combustion engine.
It is known to use a constant clutch torque to restart the hybrid disconnect clutch. Since this torque is very inaccurate, it can result in a different feel for the driver at restart. In extreme cases the following may even occur: the clutch torque of the hybrid disconnect clutch is insufficient to start the internal combustion engine.
Disclosure of Invention
The object of the present invention is to provide a method for restarting an internal combustion engine in a hybrid drive train, in which method the internal combustion engine can always be reliably started.
According to the invention, the object is achieved by the following method: the prescribed clutch torque of the hybrid clutch is modified as a function of at least one operating and/or environmental parameter when the internal combustion engine is restarted. In particular, if it is found that the internal combustion engine cannot be started with the currently specified clutch torque of the hybrid clutch, the clutch torque is increased in order to ensure a restart.
In one embodiment, the defined clutch torque is modified after the application of the clutch torque. This makes it possible to accurately modify the prescribed clutch torque as a function of the current operating conditions of the hybrid drive.
Advantageously, after the application of the defined clutch torque, the rotational speed of the internal combustion engine is monitored as an operating parameter of the hybrid drive train. Since the rotational speed is a particularly simple parameter for determining whether the internal combustion engine is activated, it is particularly cost-effective to monitor it by means of a rotational speed sensor present in the drive train.
In one embodiment, the predetermined clutch torque is increased if the rotational speed is not detected within a predetermined time period after the application of the predetermined clutch torque. This ensures that the prescribed clutch torque reaches a level at which the internal combustion engine can be reliably started.
In one embodiment, a speed gradient of the internal combustion engine is monitored as an operating parameter, wherein the predetermined clutch torque is reduced in the case of steep speed gradients and increased in the case of gentle speed gradients. This monitoring can be used as an emergency function for adjusting the prescribed clutch torque during the restart process.
In one embodiment, the rotational speed gradient is evaluated as long as the internal combustion engine is not started. This ensures that only the clutch torque required to restart the internal combustion engine when driven by the electric motor is monitored. Since the ignited internal combustion engine automatically generates an additional torque, this torque can lead to a distortion of the specified clutch torque.
In one embodiment, the prescribed clutch torque is modified in a jerky manner or by a ramp. Depending on the adjustment, the speed with which the desired clutch torque is set can be controlled.
In one refinement, the defined clutch torque is modified before the application of the clutch torque. This allows for the fact that the prescribed clutch torque of the hybrid disconnect clutch may vary depending on the operating conditions. This makes it possible to take into account the engine temperature, the stop time of the internal combustion engine, the parking angle, etc., when setting the initial predetermined starting torque.
It is advantageous to use the ambient temperature as an ambient parameter. When the ambient temperature is taken into account, the low temperature at which the internal combustion engine is started can be increased by a defined clutch torque as required in order to ensure a crisp restart without readjustment of the clutch torque. If the internal combustion engine has been operated for a long time and has only a very short standstill time, for example, the initial prescribed clutch torque can be reduced. It is proposed that a defined clutch torque be set before it is applied to the hybrid separating clutch.
In one embodiment, the prevailing clutch torque and the specified clutch torque are communicated to a superordinate control system for adjusting the electric motor. This allows the superordinate control system to take into account the torque that has to be additionally provided for restarting the internal combustion engine when controlling the electric motor.
The invention allows a large number of embodiments. One of which should be described in detail with reference to the drawings shown in the drawings.
Drawings
FIG. 1: a schematic diagram of a hybrid drive unit,
FIG. 2: a first embodiment of the method of the present invention,
FIG. 3: a second embodiment of the method of the present invention.
Detailed Description
Fig. 1 shows a schematic diagram of a hybrid vehicle drive-train 1. The drive train 1 comprises an internal combustion engine 2 and an electric motor 3. Between the internal combustion engine 2 and the electric motor 3, a hybrid disconnect clutch 4 is arranged directly behind the internal combustion engine 2. The internal combustion engine 2 is connected to a hybrid disconnect clutch 4 via a crankshaft 5. The electric motor 3 has a rotatable rotor 6 and a stationary stator 7. The output shaft 8 of the hybrid clutch 4 is connected to a transmission 9, which contains a coupling element, not shown in detail, such as a second clutch or a torque converter, which is arranged between the electric motor 3 and the transmission 9. The transmission 9 transmits torque generated by the internal combustion engine 2 and/or the electric motor 3 to drive wheels 10 of the hybrid vehicle. The electric motor 3 and the transmission 9 form a drive train 11, the control of which is performed by a hydrostatic clutch actuator 12.
The hybrid clutch 4 arranged between the internal combustion engine 2 and the electric motor 3 will be closed in order to start the internal combustion engine 2 with the torque generated by the electric motor 3 during driving of the hybrid vehicle or to run with the internal combustion engine 2 and the electric motor 3 driven during the supercharging mode. In this case, the hybrid separating clutch 4 is actuated by a hydrostatic clutch actuator 12.
When the internal combustion engine 2 is restarted by the electric motor 3, a defined initial clutch torque TTarget is applied to the hybrid clutch 4. Since this initial clutch torque TTarget is determined by the operating situation, factors such as engine temperature, internal combustion engine stop time, and parking angle dependency are taken into consideration in order to set the initial prescribed clutch torque TTarget before applying the clutch torque TTarget to the hybrid disconnect clutch 4. In addition, the initial prescribed clutch torque TTarget may also be modified according to the ambient temperature. At low external temperatures, the initial predetermined clutch torque TTarget needs to be increased in order to ensure maximum restart of the internal combustion engine 2 without readjustment of the clutch torque TTarget. If the internal combustion engine 2 has been running for a long time and has only a very short downtime, it can be considered that: the initial clutch torque TTarget, which is dependent on the temperature, can be reduced without a large change. These factors that affect the prescribed clutch torque TTarget will be saved to the clutch actuator's controller table for calibration. Then, linear interpolation will be performed between values not stored in the table.
If the initially specified clutch torque TTarget thus set is applied to the hybrid disconnect clutch 4 in order to restart the internal combustion engine 2, the rotational speed n of the internal combustion engine 2 is monitored from this point in time. After the initial defined clutch torque TTarget has been applied, the defined clutch torque TTarget is automatically set and increased if the rotational speed n of the internal combustion engine 2 is not detected within a defined time period (see fig. 2a, 2 b). The increase in the clutch torque TTarget can be effected in a jumping manner or via a ramp. If the rotational speed n is still not detected under the same conditions, for example after a defined period of time or after the clutch actuator 12 has reached a defined actuator setpoint position L, the defined clutch torque TTarget can be increased further.
In addition, a restart of the internal combustion engine 2 can be observed as a function of the speed gradient dn/dt. If a very rapid start of the internal combustion engine 2 is detected, the clutch torque TTarget can be reduced. When the internal combustion engine 2 is slowly started, the clutch torque TTarget can be increased. The rotational speed gradient dn/dt of the internal combustion engine 2 can be evaluated only if the internal combustion engine 2 has not yet been ignited.
If the initial prediction of the clutch torque TTarget is insufficient, the clutch control can be counteracted by modulating the clutch torque TTarget at restart. That is, if no start of the internal combustion engine 2 is detected, the prescribed clutch torque TTarget is automatically fine-tuned to the prescribed value. The process can be carried out, for example, by modifying the actuator position L of the clutch actuator 12 by a value Δ x, see fig. 3.
In this method, particular attention is paid to the fact that the higher-order hybrid control system is always informed of the current clutch torque Tact and the setpoint clutch torque TTarget, in order to enable the higher-order hybrid control system to better regulate the electric motor 3 and to prevent slip due to a change in the prescribed clutch torque TTarget of the hybrid disconnect clutch 4 during a restart.
Description of the reference numerals
1 powertrain system
2 internal combustion engine
3 electric motor
4 hybrid disconnect clutch
5 crankshaft
6 rotor
7 stator
8 output shaft
9 speed variator
10 driving wheel
11 transmission system
12 clutch actuator.
Claims (10)
1. A method for restarting an internal combustion engine in a hybrid drive train, in which method a hybrid disconnect clutch (4) disconnects or connects the internal combustion engine (2) to an electric motor (3), wherein the internal combustion engine (2) is restarted by the electric motor (3) with the use of a prescribed disconnect torque (TTarget) of the hybrid disconnect clutch (4) both during electric-only driving and when the hybrid disconnect clutch (4) is closed, characterized in that the prescribed disconnect torque (TTarget) mixing the hybrid disconnect clutch (4) is modified at the time of restarting the internal combustion engine (2) depending on at least one operating and/or environmental parameter.
2. Method according to claim 1, characterized in that the modification of the prescribed clutch torque (TTarget) is carried out after the application of the clutch torque (TTarget).
3. A method according to claim 2, characterized in that the rotational speed (n) of the internal combustion engine (2) is monitored as an operating parameter of the hybrid drive train (1) after the application of the prescribed clutch torque (TTarget).
4. A method according to claim 3, characterized in that the prescribed clutch torque (TTarget) is increased if no rotational speed (n) is detected within a prescribed time period after the prescribed clutch torque (TTarget) has been applied.
5. A method according to claim 2, characterized by monitoring the speed gradient of the internal combustion engine (2) as an operating parameter of the drive train (1), wherein at steep speed gradients the prescribed clutch torque (TTarget) is reduced and at gentle speed gradients the prescribed clutch torque (TTarget) is increased.
6. A method according to claim 5, characterized in that the speed gradient is evaluated as long as the internal combustion engine (2) is not started.
7. Method according to at least one of the preceding claims, characterized in that the prescribed clutch torque (TTarget) is modified in a jumping manner or by a ramp.
8. Method according to at least one of the preceding claims, characterized in that the modification of the prescribed clutch torque (TTarget) is carried out before the application of the clutch torque (TTarget).
9. Method according to at least one of the preceding claims, characterized in that the ambient temperature is used as an ambient parameter.
10. Method according to at least one of the preceding claims, characterized in that the current clutch torque (Tact) and the prescribed clutch torque (TTarget) are informed to a superordinate control system for adjusting the electric motor (3).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102018110859.1 | 2018-05-07 | ||
| DE102018110859.1A DE102018110859B4 (en) | 2018-05-07 | 2018-05-07 | Method for restarting an internal combustion engine in a hybrid powertrain |
| PCT/DE2019/100340 WO2019214768A1 (en) | 2018-05-07 | 2019-04-12 | Method for restarting an internal combustion engine in a hybrid drivetrain |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112105535A true CN112105535A (en) | 2020-12-18 |
| CN112105535B CN112105535B (en) | 2024-07-05 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201980028895.0A Active CN112105535B (en) | 2018-05-07 | 2019-04-12 | Method for restarting an internal combustion engine in a hybrid powertrain system |
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| Country | Link |
|---|---|
| KR (1) | KR102659179B1 (en) |
| CN (1) | CN112105535B (en) |
| DE (2) | DE102018110859B4 (en) |
| WO (1) | WO2019214768A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102018128665A1 (en) | 2018-11-15 | 2020-05-20 | Schaeffler Technologies AG & Co. KG | Coupling unit and method for controlling a separating clutch to influence an engine speed |
| DE102019103764A1 (en) | 2019-02-14 | 2020-08-20 | Schaeffler Technologies AG & Co. KG | Method for starting an internal combustion engine of a vehicle |
Citations (6)
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|---|---|---|---|---|
| DE102006048358A1 (en) * | 2006-10-12 | 2008-04-17 | Robert Bosch Gmbh | Method for controlling a hybrid drive |
| CN102076540A (en) * | 2008-07-24 | 2011-05-25 | 腓特烈斯港齿轮工厂股份公司 | Method for operation of a drive train |
| WO2013152846A1 (en) * | 2012-04-12 | 2013-10-17 | Audi Ag | Method for operating a hybrid drive device |
| DE102015108067A1 (en) * | 2014-05-23 | 2015-11-26 | Avl List Gmbh | Method for starting an internal combustion engine |
| CN105365807A (en) * | 2014-08-18 | 2016-03-02 | 福特环球技术公司 | Methods and systems for starting an engine |
| CN107000735A (en) * | 2014-11-28 | 2017-08-01 | 舍弗勒技术股份两合公司 | Method for starting an internal combustion engine of a hybrid vehicle |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
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- 2019-04-12 DE DE112019002371.3T patent/DE112019002371A5/en active Pending
- 2019-04-12 KR KR1020207031689A patent/KR102659179B1/en active IP Right Grant
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Also Published As
| Publication number | Publication date |
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| KR20210007968A (en) | 2021-01-20 |
| DE102018110859B4 (en) | 2020-03-19 |
| KR102659179B1 (en) | 2024-04-23 |
| CN112105535B (en) | 2024-07-05 |
| WO2019214768A1 (en) | 2019-11-14 |
| DE102018110859A1 (en) | 2019-11-07 |
| DE112019002371A5 (en) | 2021-01-28 |
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