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WO2017032368A1 - Procédé de contrôle de vraisemblance d'une variation de couple pour la détermination d'un point de contact d'un embrayage de coupure hybride dans la chaîne cinématique d'un véhicule hybride - Google Patents

Procédé de contrôle de vraisemblance d'une variation de couple pour la détermination d'un point de contact d'un embrayage de coupure hybride dans la chaîne cinématique d'un véhicule hybride Download PDF

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Publication number
WO2017032368A1
WO2017032368A1 PCT/DE2016/200348 DE2016200348W WO2017032368A1 WO 2017032368 A1 WO2017032368 A1 WO 2017032368A1 DE 2016200348 W DE2016200348 W DE 2016200348W WO 2017032368 A1 WO2017032368 A1 WO 2017032368A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
starter generator
electric motor
belt starter
torque curve
Prior art date
Application number
PCT/DE2016/200348
Other languages
German (de)
English (en)
Inventor
Erhard Hodrus
Original Assignee
Schaeffler Technologies AG & 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
Priority claimed from DE102015216166.8A external-priority patent/DE102015216166A1/de
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to CN201680049152.8A priority Critical patent/CN107921859B/zh
Priority to KR1020187007842A priority patent/KR102589561B1/ko
Priority to DE112016003830.5T priority patent/DE112016003830A5/de
Publication of WO2017032368A1 publication Critical patent/WO2017032368A1/fr

Links

Classifications

    • 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
    • B60K6/22—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
    • B60K6/26—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 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • 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
    • F16D2500/106—Engine
    • F16D2500/1066—Hybrid
    • 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
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3042—Signal inputs from the clutch from the output shaft
    • F16D2500/30421—Torque of the output shaft
    • 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
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3065—Torque of the engine
    • 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
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3067—Speed of the engine
    • 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
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/501—Relating the actuator
    • F16D2500/5018—Calibration or recalibration of the actuator
    • 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
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50236—Adaptations of the clutch characteristics, e.g. curve clutch capacity torque - clutch actuator displacement
    • 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
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50245—Calibration or recalibration of the clutch touch-point
    • 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
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50245—Calibration or recalibration of the clutch touch-point
    • F16D2500/50266—Way of detection
    • F16D2500/50281—Transmitted 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
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/706—Strategy of control
    • F16D2500/70605—Adaptive correction; Modifying control system parameters, e.g. gains, constants, look-up tables
    • 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 plausibility of a torque curve for determining a touch point of a hybrid disconnect clutch in the drive train of a hybrid vehicle, wherein in the drive train, an electric drive by means of the hybrid disconnect coupling with an internal combustion engine can be coupled and the torque curve of a vorschle for the stationary internal combustion engine provided belt starter generator for adaptation of the scanning point is evaluated when the hybrid separating clutch is moved to adapt the scanning point from an open state in the direction of a closed state.
  • the strategy for determining the touch point thus includes a slow closing of the clutch while observing a torque signal.
  • the disadvantage here is that the belt drive of the belt starter generator has a certain elasticity, which has the effect that the torque of the belt starter generator is exposed to fluctuations due to the formation of vibrations between the components involved.
  • the systematically by the higher speed more accurate torque of the belt starter generator can so through Vibrations are falsified, which occur depending on the driving situation sporadically and in different forms.
  • the corrupted torque can lead to a faulty Tastreteadaption.
  • the invention has for its object to provide a method for plausibility of a torque curve of the belt starter generator, in which the influence of vibrations in the torque curve of the belt starter generator can be detected at a Tastreteadaption.
  • the object is achieved in that the used for Tastreteadaption torque curve of the belt starter generator with a torque curve of the electric motor is plausibility. Since the electric motor is connected to the hybrid disconnect clutch, this also undergoes a torque change when closing the clutch. Therefore, the torque curve of the electric motor for comparison with the torque curve of the belt starter generator can be used, whereby the Tastreteadaption is ensured by the belt starter generator. For further consideration, the torque signal is converted via the belt ratio to a torque at the separating clutch.
  • the plausibility check is carried out during the purely electric driving of the hybrid vehicle, wherein a correct touch point adaptation is concluded when the torque curve of the belt starter generator and the torque curve of the electric motor run approximately synchronously. If this is the case, it can be assumed that no vibrations act on the belt starter generator and thus there are no torque fluctuations that affect the sensing point adaptation.
  • the plausibility of the torque curve of the belt starter generator with the torque curve of the electric motor takes place when the electric motor rotates speed-controlled and the belt starter generator passively towed the engine speed-controlled. Since both the electric motor and the belt starter generator run at a predetermined speed, a torque change upon reaching the touch point of the hybrid disconnect clutch can be easily detected. However, it must be ensured that when the engine is being towed by the belt starter generator, the combustion engine is still passive and does not have its own ignition. In one development, a clutch desired torque is applied to the touch probe to the hybrid disconnect clutch and the torque curve on the rotating belt starter generator and the torque curve on the rotating electric motor compared to a torque change.
  • Torque curve of the belt starter generator can be closed by vibrations.
  • an offset of the belt starter generator and the electric motor is determined separately from each other, wherein the respective torque curve is corrected with the determined, associated offset. After this adjustment, it can be assumed that the absolute values of the torque curve of the belt starter generator and the electric motor have a similar course.
  • the torque curve of the belt starter generator is adapted to the torque curve of the electric motor after the offset correction.
  • the torque curve of the belt starter generator is adapted to the torque curve of the electric motor when an absolute value of the torque of the belt starter generator is smaller than an absolute value of the torque of the electric motor. This dynamic adjustment subtracts the offset from the torque of the belt starter generator.
  • the torque curve of the belt starter generator is adapted to the torque curve of the electric motor when an absolute value of the torque of the belt starter generator is greater than an absolute value of the torque of the electric motor.
  • the specific offset is dynamically opened to the torque of the belt starter generator.
  • the plausibility check is carried out when the drive train downstream of the hybrid disconnect clutch is open. This ensures that torque Influences that can react on the hybrid disconnect clutch by the downstream drive train of the hybrid vehicle can be prevented, so that a sufficiently accurate plausibility between the torque curves of the Riemenstar- tergenerators and the electric motor is possible.
  • the touch point adaptation results from a linear weighting, preferably an averaging, of the torque of the belt starter generator and of the torque of the electric motor.
  • the position of the hybrid disconnect clutch can be determined at which it begins to transmit a clutch torque. This position is referred to below as the touch point.
  • Fig. 1 is a schematic diagram of a hybrid drive with a belt starter generator.
  • Fig. 1 is a schematic diagram of a drive train 1 of a hybrid vehicle is shown.
  • This 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 separating clutch 4 is arranged directly behind the internal combustion engine 2. Combustion engine 2 and hybrid disconnect clutch 4 are connected to one another via a crankshaft 5.
  • the electric motor 3 has a rotatable rotor 6 and a fixed stator 7.
  • the output shaft 8 of the hybrid disconnect clutch 4 is connected to a transmission 9, which contains a coupling element, not further shown, for example a second clutch or a torque converter, which are arranged between the electric motor 3 and the transmission 9.
  • the transmission 9 transmits the torque generated by the internal combustion engine 2 and / or the electric motor 3 to the drive wheels 10 of the hybrid vehicle.
  • the hybrid disconnect clutch 4 disposed between the engine 2 and the electric motor 3 is closed to start the engine 2 during travel of the hybrid vehicle with the torque generated by the motor 3, or during a boost operation with the driving engine 2 and to drive electric motor 3.
  • the internal combustion engine 2 is started by the belt starter generator 1 1 positioned on the internal combustion engine.
  • a precise knowledge of a clutch characteristic of the hybrid disconnect clutch 4 is required.
  • This clutch characteristic is adapted from support points in which the touch point of the hybrid disconnect clutch 4 is of crucial importance.
  • the contact point is determined once for the operation of the drive train and adapted during operation to the changed clutch behavior, which is not constant due to various factors such as wear, adjustment of the hybrid separation clutch 4 and temperature and aging processes.
  • the touch point is to be understood below as meaning the position of the hybrid disconnect clutch 4, in which the friction surfaces of the input or output part of the hybrid disconnect clutch 4 come into frictional contact with one another.
  • the belt starter generator 11 feeds the passive combustion engine 2 at a predetermined constant speed.
  • a clutch desired torque applied to the hybrid disconnect clutch 4 is increasingly increased by closing the hybrid disconnect clutch 4 until a torque which can be assigned to the desired clutch torque can be detected at the belt starter generator 1 1.
  • the belt starter generator is located here
  • the hybrid separating clutch 4 is thus closed until the friction engagement surfaces of the input and output part of the hybrid separating clutch 4 are in frictional contact and a minimum torque is transmitted to the belt starter generator 11, which is detected by a corresponding reaction of the belt starter generator 11 ,
  • This corresponding reaction consists in the fact that a defined torque increase occurs in the torque curve of the belt starter generator 11.
  • the belt starter generator 1 1 Since the belt starter generator 1 1 has a belt drive, which is designed to be elastic, there may be torque fluctuations, as a result of the elastic design of the belt drive vibrations between the components involved of the drive train 1 may occur. These vibrations result in torque changes that are similar in magnitude to the torque change due to the probe adaptation.
  • the torque curve of the electric motor 3 in operation is observed parallel to the torque curve of the belt starter generator 1 1 for plausibility. Also in the torque curve of the electric motor 3, a torque increase is observed upon reaching the touch point by the hybrid separation clutch 4.
  • the torque curve of the belt starter generator 1 1 can be adapted to the torque curve of the electric motor 3.
  • the absolute value of the torque of the belt starter generator 1 1 is smaller than that of the electric motor 3.
  • the torque of the belt starter generator 1 1 can be increased by the offset of the belt starter generator 1 1 is added to its torque.
  • the torque of the belt starter generator 1 1 can be reduced by the offset of the belt starter torque 1 1 is subtracted from this.
  • the adaptation of the torque of the belt starter generator 1 1 takes place slowly and only after repeated actuation. That is, it is several times a smaller torque of the belt starter generator 1 1 determined. Only then is a manipulation of the torque of the belt starter generator 1 1 made.
  • the touch point adaptation can be rejected if the plausibility of the torque curve of the belt starter generator 1 1 with the torque curve of the electric motor 3 fails.
  • a linear weighting of the observed torque characteristics of the belt starter generator 11 and of the electric motor 3 can also be undertaken for the adaptation of the touch point.
  • an average value is formed from the signals of the two torques, which is then used to determine the touch point.
  • the plausibility of the torque curves for touch point adaptation is only carried out when the downstream drive train 1, which adjoins behind the hybrid disconnect clutch 4, is open, so that no influences can be transmitted to the hybrid disconnect clutch from this downstream drive train.
  • the plausibility check can also take place in the push or pull operation of the electric motor 3. It must be ensured that the torque increase or decrease actually reflects the torque flow via the hybrid disconnect clutch 4 and not in the drive train 1. This is possible when the vehicle is crawling on the road, in which at constant speed with low torque, the touch point is adapted without requiring fuel.

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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)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un procédé de contrôle de vraisemblance d'une variation de couple pour la détermination d'un point de contact d'un embrayage de coupure hybride dans la chaîne cinématique d'un véhicule hybride, un moteur électrique (3) pouvant être accouplé à un moteur à combustion interne (2) au moyen de l'embrayage de coupure hybride (4) dans la chaîne cinématique (1) et la variation du couple d'un générateur de démarreur à courroie (11) permettant le démarrage du moteur à combustion interne (2) à l'arrêt étant évaluée pour l'adaptation du point de contact, lorsque l'embrayage de séparation hybride (4), pour l'adaptation du point de contact, est déplacé d'un état ouvert en direction d'un état fermé. Avec un procédé selon lequel un contrôle de vraisemblance particulièrement précis de la variation de couple du générateur de démarreur à courroie est possible, la vraisemblance de la variation de couple du générateur de démarreur à courroie (11) utilisée pour l'adaptation du point de contact avec une variation de couple du moteur électrique (3) est contrôlée.
PCT/DE2016/200348 2015-08-25 2016-07-29 Procédé de contrôle de vraisemblance d'une variation de couple pour la détermination d'un point de contact d'un embrayage de coupure hybride dans la chaîne cinématique d'un véhicule hybride WO2017032368A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN201680049152.8A CN107921859B (zh) 2015-08-25 2016-07-29 评估混合分离离合器的接触点的扭矩曲线的可信度的方法
KR1020187007842A KR102589561B1 (ko) 2015-08-25 2016-07-29 하이브리드 차량의 파워트레인 내의 하이브리드 클러치의 접촉점을 결정하기 위한 토크 프로파일의 타당성 검사 방법
DE112016003830.5T DE112016003830A5 (de) 2015-08-25 2016-07-29 Verfahren zur plausibilisierung eines drehmomentverlaufs zur ermittlung eines tastpunktes einer hybridtrennkupplung im antriebsstrang eines hybridfahrzeuges

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102015216166.8 2015-08-25
DE102015216166.8A DE102015216166A1 (de) 2015-08-25 2015-08-25 Verfahren zur Adaption eines Tastpunktes einer automatisierten Trennkupplung im Antriebsstrang eines Hybrid-Fahrzeugs
DE102015220143 2015-10-16
DE102015220143.0 2015-10-16

Publications (1)

Publication Number Publication Date
WO2017032368A1 true WO2017032368A1 (fr) 2017-03-02

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KR20180044328A (ko) 2018-05-02

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