Method and control system for operating a drive train

Patent metadata

Field	Value
Publication number	US-11280378-B2
Application number	US-202016881413-A
Country	US
Kind code	B2
Filing date	May 22, 2020
Priority date	May 24, 2019
Publication date	Mar 22, 2022
Grant date	Mar 22, 2022

Abstract

A method for operating a drive train of a motor vehicle with a prime mover (1) including an internal combustion engine (2) and an electric machine (3), a separating clutch (6) connected between the internal combustion engine and the electric machine, and a transmission (5) connected between the prime mover (1) and a driven end (4) is provided. When at least one first operating condition is present, a previously decoupled internal combustion engine (2) is coupled such that the separating clutch (6) is actuated to engage. When at least one second operating condition is present, the coupling of the internal combustion engine is aborted, and an absolute value of a torque currently transmitted or currently transmittable by the separating clutch (6) is determined. The separating clutch (6) is disengaged at different rates depending on the absolute value of the torque currently transmitted or currently transmittable by the separating clutch (6).

First claim

The invention claimed is:

1. A method for operating a drive train of a motor vehicle, the drive train comprising a prime mover ( 1 ) with an internal combustion engine ( 2 ) and an electric machine ( 3 ), a separating clutch ( 6 ) connected between the internal combustion engine ( 2 ) and the electric machine ( 3 ), and a transmission ( 5 ) connected between the prime mover ( 1 ) and a driven end ( 4 ), the method comprising:
in response to at least one first defined operating condition, coupling a previously decoupled internal combustion engine ( 2 ) by actuating the separating clutch ( 6 ) to engage;
in response to at least one second defined operating condition, aborting the coupling of the internal combustion engine ( 2 ) by actuating the separating clutch ( 6 ) to disengage; and
determining an absolute value of a torque currently transmitted or currently transmittable by the separating clutch ( 6 ),
wherein the separating clutch ( 6 ) is disengaged at different rates depending on the absolute value of the torque currently transmitted or currently transmittable by the separating clutch ( 6 ), and
wherein actuating the separating clutch ( 6 ) to disengage comprises
disengaging the separating clutch ( 6 ) at a first speed when the absolute value of the torque currently transmitted or currently transmittable by the separating clutch ( 6 ) is less than a limiting value, and
disengaging the separating clutch ( 6 ) at a second speed when the absolute value of the torque currently transmitted or currently transmittable by the separating clutch ( 6 ) is greater than the limiting value,
wherein the second speed is less than the first speed.

2. The method of claim 1 , wherein disengaging the separating clutch ( 6 ) at the first speed comprises disengaging the separating clutch ( 6 ) at the first speed in a step-wise manner when the absolute value of the torque currently transmitted or currently transmittable by the separating clutch ( 6 ) is less than the limiting value.

3. The method of claim 1 , wherein disengaging the separating clutch ( 6 ) at the second speed comprises disengaging the separating clutch ( 6 ) at the second speed continuously with a torque gradient when the absolute value of the torque currently transmitted or currently transmittable by the separating clutch ( 6 ) is greater than the limiting value.

4. The method of claim 3 , wherein disengaging the separating clutch ( 6 ) at the second speed comprises disengaging the separating clutch ( 6 ) at the second speed continuously along a ramp with a torque gradient when the absolute value of the torque currently transmitted or currently transmittable by the separating clutch ( 6 ) is greater than the limiting value.

5. The method of claim 1 , wherein disengaging the separating clutch ( 6 ) at the second speed comprises:
determining a torque gradient, and disengaging the separating clutch ( 6 ) in a torque-controlled manner based on the determined torque gradient; and
determining a specified rotational speed for the internal combustion engine ( 2 ), and operating the internal combustion engine ( 2 ) in a speed-controlled manner based on the determined specified rotational speed.

6. The method of claim 5 , wherein determining the torque gradient comprises determining the torque gradient depending on a torque ( 66 MK0), the torque (ΔMK0) decreasable at the separating clutch ( 6 ) such that the electric machine ( 3 ) provides a driver-input torque, the torque gradient increasing with the torque (ΔMK0).

7. The method of claim 6 , further comprising determining the torque (ΔMK0) with the following
ΔMK0=(M FW −M GE )−(M EM-MIN −M EM-IST ),
wherein
M FW is a current driver-input torque,
M GE is a current transmission input torque,
M EM-MIN is a minimally possible torque of the electric machine ( 3 ), and
M EM-IST is a current torque of the electric machine ( 3 ).

8. The method of claim 5 , wherein determining the torque gradient comprises determining the torque gradient depending on a current gradient of a transmission input torque, the torque gradient increasing with the current gradient of the transmission input torque.

9. The method of claim 5 , wherein determining the specified rotational speed comprises determining the specified rotational speed depending on a current differential speed at the separating clutch ( 6 ) and depending on a current gradient of the differential speed at the separating clutch ( 6 ).

10. The method of claim 9 , wherein, when the current differential speed at the separating clutch ( 6 ) and the current gradient of the differential speed at the separating clutch ( 6 ) are each less than a respective limiting value, either determining no specified rotational speed for the internal combustion engine ( 2 ) or determining a current rotational speed of the electric machine ( 3 ) as the specified rotational speed for the internal combustion engine ( 2 ).

11. The method of claim 9 , wherein, when the current differential speed at the separating clutch ( 6 ) and/or the current gradient of the differential speed at the separating clutch ( 6 ) is greater than a corresponding limiting value, determining the current rotational speed of the electric machine ( 3 ) plus an offset as the specified rotational speed for the internal combustion engine ( 2 ).

12. A control system for operating a drive train of a motor vehicle, comprising:
an engine control unit ( 8 ) for open-loop control and/or closed-loop control of an internal combustion engine ( 2 );
a hybrid control unit ( 10 ) for open-loop control and/or closed-loop control of an electric machine ( 3 ); and
a transmission control unit ( 9 ) for open-loop control and/or closed-loop control of a transmission ( 5 ),
wherein the transmission control unit ( 9 ) or the hybrid control unit ( 10 ) actuates a separating clutch ( 6 ) to engage in order to couple a previously decoupled internal combustion engine ( 2 ) in response to at least one first defined operating condition, the separating clutch ( 6 ) connected between the internal combustion engine ( 2 ) and the electric machine ( 3 ),
wherein the transmission control unit ( 9 ) or the hybrid control unit ( 10 ) aborts the coupling of the internal combustion engine ( 2 ) by actuating the separating clutch ( 6 ) to disengage in response to at least one second defined operating condition, the transmission control unit ( 9 ) or the hybrid control unit ( 10 ) also determining an absolute value of a torque currently transmitted or currently transmittable by the separating clutch ( 6 ),
wherein the transmission control unit ( 9 ) or the hybrid control unit ( 10 ) actuates the separating clutch ( 6 ) to disengage by disengaging the separating clutch ( 6 ) at a first speed when the absolute value of the torque currently transmitted or currently transmittable by the separating clutch ( 6 ) is less than a limiting value, and disengaging the separating clutch ( 6 ) at a second speed when the absolute value of the torque currently transmitted or currently transmittable by the separating clutch ( 6 ) is greater than the limiting value, wherein the second speed is less than the first speed, and
wherein the transmission control unit ( 9 ) or the hybrid control unit ( 10 ) disengages the separating clutch ( 6 ) at different rates depending on the absolute value of the torque currently transmitted or currently transmittable by the separating clutch ( 6 ).

13. A control system, comprising an engine control unit ( 8 ) for open-loop control and/or closed-loop control of an internal combustion engine ( 2 ), a hybrid control unit ( 10 ) for open-loop control and/or closed-loop control of an ele

Assignees

• Zahnradfabrik Friedrichshafen

Inventors

• Kastens Jens
• Deprez Frank

Classifications

• F16D2500/1066

  Hybrid · CPC title

• F16D2500/30425

  Estimation of the transmitted clutch torque, e.g. applying dynamic torque balance equation · CPC title

• F16D2500/30426

  Speed of the output shaft · CPC title

• F16D2500/30421

  Torque of the output shaft · CPC title

• F16D2500/30415

  Speed of the input shaft · CPC title