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DE19530233A1 - Hybrid drive transmission for vehicle - Google Patents

Hybrid drive transmission for vehicle

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Publication number
DE19530233A1
DE19530233A1 DE19530233A DE19530233A DE19530233A1 DE 19530233 A1 DE19530233 A1 DE 19530233A1 DE 19530233 A DE19530233 A DE 19530233A DE 19530233 A DE19530233 A DE 19530233A DE 19530233 A1 DE19530233 A1 DE 19530233A1
Authority
DE
Germany
Prior art keywords
electric motor
speed
gear
drive
hybrid drive
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
DE19530233A
Other languages
German (de)
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Audi AG
Original Assignee
Audi AG
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Filing date
Publication date
Application filed by Audi AG filed Critical Audi AG
Priority to DE19530233A priority Critical patent/DE19530233A1/en
Publication of DE19530233A1 publication Critical patent/DE19530233A1/en
Withdrawn legal-status Critical Current

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Classifications

    • 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
    • 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
    • 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 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 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 ; 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18054—Propelling the vehicle related to particular drive situations at stand still, e.g. engine in idling state
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/047—Smoothing ratio shift by preventing or solving a tooth butt situation upon engagement failure due to misalignment of teeth
    • 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
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
    • F16H3/126—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches using an electric drive
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Transmission Device (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The vehicle is driven by an IC engine (10) connected to the gearbox (14) by a main clutch, and by an electric motor (16) coupled to the input shaft of the gearbox. During gearchange the electric motor is driven at a speed slightly higher ( 50 rpm) than the input shaft of the gearbox. This provides a simple synchro control and eases the meshing of the selected gears. When the vehicle is stationary the electric motor drives with a low speed and low torque, not sufficient to move the vehicle but sufficient to assist the meshing of the gears. Sensors monitor the motor shaft speed and the input shaft speed of the gearbox. Other sensors monitor the position of the gear selector.

Description

Die Erfindung betrifft einen Hybridantrieb für ein Kraftfahrzeug mit einem Verbrennungsmotor und einem Elektromotor als Antriebe, gemäß dem Oberbegriff des Patentanspruches 1.The invention relates to a hybrid drive for a motor vehicle with a Internal combustion engine and an electric motor as drives, according to the Preamble of claim 1.

Einen derartigen Hybridantrieb zeigt die DE 42 02 083 C2, bei der der Elek­ tromotor ständig mit der Vorgelegewelle des mit schaltbaren Zahnrädern versehenen Geschwindigkeits-Wechselgetriebes verbunden ist und beim Schalten der Gänge drehzahlgesteuert als Synchronisator wirkt.Such a hybrid drive is shown in DE 42 02 083 C2, in which the elec tromotor constantly with the countershaft of the with switchable gears provided speed change gearbox and is connected Shifting the gears speed controlled acts as a synchronizer.

Aufgabe der Erfindung ist es, bei einem derartigen gattungsgemäßen Hybridantrieb die Schaltvorgänge komfortabler und schneller zu gestalten.The object of the invention is in such a generic Hybrid drive to make switching operations more convenient and faster.

Diese Aufgabe wird erfindungsgemäß mit den kennzeichnenden Merkmalen des Patentanspruches 1 gelöst. Vorteilhafte Weiterbildungen der Erfindung sind den weiteren Patentansprüchen entnehmbar.This object is achieved with the characterizing features of claim 1 solved. Advantageous developments of the invention can be found in the further claims.

Erfindungsgemäß wird vorgeschlagen, daß beim Einlegen eines Ganges der angekuppelte Elektromotor kurzfristig mit einer geringen Drehzahldifferenz zur Abtriebswelle bzw. Vorgelegewelle (je nach Getriebebauart) betrieben ist. Überraschend hat sich gezeigt, daß durch eine derartige Drehzahldiffe­ renz die Schaltvorgänge schneller und komfortabler durchführbar sind und insbesondere Zahn auf Zahn-Stellungen der Gangschaltkupplungen vermie­ den sind, in denen ein Schalten nicht oder nicht störungsfrei und schnell durchführbar ist.According to the invention it is proposed that when a gear is engaged coupled electric motor at short notice with a small speed difference operated to the output shaft or countershaft (depending on the gear type) is. Surprisingly, it has been shown that such a speed difference the switching operations can be carried out faster and more comfortably and especially missing tooth on tooth positions of the gear shift clutches are those in which switching is not or not trouble-free and fast is feasible.

Gemäß Anspruch 2 wird insbesondere vorgeschlagen, bei stehender Ab­ triebswelle - also im Stillstand des Kraftfahrzeuges - und bei Anliegen eines Schaltsignales für Vorwärts- oder Rückwärtsgang die Antriebswelle über den Elektromotor langsam anzudrehen, um ein schnelles und komfortables Schalten zu ermöglichen. Die Antriebsleistung des Elektromotors ist dabei so gering, daß mit dem Einschalten des Ganges bzw. nach erfolgtem Form­ schluß kein Antrieb bzw. kein Anfahren erfolgt, ja nicht einmal ein Antriebs­ moment spürbar ist.According to claim 2, it is proposed in particular when standing from drive shaft - ie when the motor vehicle is at a standstill - and when there is a concern Switching signals for forward or reverse gear the drive shaft via the Slowly turn on the electric motor for a quick and comfortable  To enable switching. The drive power of the electric motor is included so low that when the gear is switched on or after the shape has taken place in the end, there is no drive or start-up, not even a drive moment is noticeable.

Ferner kann in bekannter Weise über den Elektromotor eine Synchronisati­ on des Wechselgetriebes durch eine entsprechende Drehzahlsteuerung je nach einzulegendem Gang erfolgen, wobei über die entsprechende Dreh­ zahlauswertung absichtlich keine Drehzahlgleichheit bzw. ein Synchronlauf hergestellt wird, sondern eine Synchronisation mit einer Drehzahldifferenz von ± 50 min-1 gerechnet und eingesteuert wird. Es hat sich gezeigt, daß dadurch komfortable und schnelle Schaltvorgänge während des Fahrbe­ triebs ermöglicht sind.Furthermore, the electric motor can be synchronized on the change-speed gearbox by means of a corresponding speed control, depending on the gear to be engaged, with the corresponding speed evaluation deliberately not creating a speed equality or synchronous operation, but rather a synchronization with a speed difference of ± 50 min . 1 is calculated and taxed. It has been shown that this enables comfortable and fast switching operations during Fahrbe operation.

Ein Ausführungsbeispiel der Erfindung ist im folgenden mit weiteren Einzel­ heiten näher erläutert. Die schematische Zeichnung zeigt ein Blockschaltbild eines Hybridantriebes für ein Kraftfahrzeug mit einer Antriebseinheit mit ei­ nem Verbrennungsmotor und einem Elektromotor und einer Einrichtung zum Steuern der Drehzahldifferenz beim Schalten der Gänge des Geschwindig­ keits-Wechselgetriebes des Kraftfahrzeuges.An embodiment of the invention is in the following with further details explained in more detail. The schematic drawing shows a block diagram a hybrid drive for a motor vehicle with a drive unit with egg Nem internal combustion engine and an electric motor and a device for Control the speed difference when shifting the gears of the speed speed change gear of the motor vehicle.

Der dargestellte Hybridantrieb setzt sich im wesentlichen zusammen aus einem Verbrennungsmotor 10, einer nicht näher dargestellten elektrohydrau­ lischen Trennkupplung 12, einem Geschwindigkeits-Wechselgetriebe 14 und einem Elektromotor 16, die der besseren Darstellung wegen in Ab­ schnitte geteilt gezeichnet sind, tatsächlich aber zu einer Antriebseinheit zusammengebaut sind.The hybrid drive shown is composed essentially of an internal combustion engine 10 , an electrohydraulic separating clutch 12 , not shown, a speed change gear 14 and an electric motor 16 , which are shown divided into sections for better illustration, but actually assembled to form a drive unit are.

Der Verbrennungsmotor 10 kann z. B. ein direkt einspritzender Turbodie­ selmotor sein, dessen an die Kurbelwelle angeflanschte Schwungscheibe 18 Teil der als Schwungnutzautomatik ausgeführten Trennkupplung 12 mit ei­ ner hydraulischen Betätigung - bestehend aus einem hydraulischen Neh­ merzylinder 20 und einer Hydraulikeinheit 22 mit Pumpe, Steuerventilen, Druckspeicher, etc. - und einer Steuerelektronik 24 ist.The internal combustion engine 10 can e.g. B. be a direct-injection Turbodie selmotor, the flywheel flanged to the crankshaft 18 part of the separating clutch 12 designed as a flywheel automatic with egg ner hydraulic actuation - consisting of a hydraulic slave cylinder 20 and a hydraulic unit 22 with pump, control valves, pressure accumulator, etc. - and control electronics 24 .

Die Trennkupplung 12 treibt das vordere Ende der Antriebswelle 26 des Wechselgetriebes 14 an, dessen Abtriebswelle 28 ein Antriebsritzel 30 für den nicht näher dargestellten Achsantrieb bzw. das Differential 32 für den Antrieb der Vorderräder 34 des Kraftfahrzeuges trägt. Im Ausführungsbei­ spiel sind wie ersichtlich über eine Schaltbetätigung 35 vier Gangstufen bzw. Übersetzungen I-IV des Wechselgetriebes 14 schaltbar. Der Rück­ wärtsgang R - sofern vorhanden - ist herkömmlicher Ausführung und des­ halb nicht dargestellt.The separating clutch 12 drives the front end of the drive shaft 26 of the change gear 14 , the output shaft 28 of which carries a drive pinion 30 for the axle drive (not shown) or the differential 32 for driving the front wheels 34 of the motor vehicle. In the exemplary embodiment, as can be seen, four gear stages or ratios I-IV of the change-speed transmission 14 can be shifted via a shift actuation 35 . The reverse gear R - if available - is conventional and half not shown.

Der Elektromotor 16, ein Drehstrom-Synchronmotor mit relativ geringem Massenträgheitsmoment wirkt über eine Zahnrad-Vorgelegestufe 36 ohne Zwischenschaltung einer Kupplung direkt auf das andere Ende der An­ triebswelle 26 des Wechselgetriebes 14.The electric motor 16 , a three-phase synchronous motor with a relatively low mass moment of inertia acts via a gear reduction stage 36 without the interposition of a clutch directly on the other end of the drive shaft 26 of the gearbox 14th

Der Elektromotor 16 ist an eine Stromversorgungseinheit mit Batterien 40 und einer Stromregeleinheit 42 angeschlossen und kann als Antriebsmotor, als Generator zum Aufladen der Batterien 40 bei verbrennungsmotorischem Betrieb, im Leerlauf, als Andrehmotor für den Verbrennungsmotor und schließlich als Synchronisator für das Wechselgetriebe 14 arbeiten.The electric motor 16 is connected to a power supply unit with batteries 40 and a current control unit 42 and can work as a drive motor, as a generator for charging the batteries 40 during internal combustion engine operation, in idle mode, as a starting motor for the internal combustion engine and finally as a synchronizer for the change gear 14 .

Der Elektromotor 16 kann dabei mittels eines Betriebsartenschalters 44 auf Elektroantrieb geschaltet werden, wobei dessen Antriebsleistung dann über das Gaspedal 46 des Kraftfahrzeuges und die Stromregelungseinheit 42 gesteuert wird.The electric motor 16 can be switched to an electric drive by means of an operating mode switch 44 , the drive power of which is then controlled via the accelerator pedal 46 of the motor vehicle and the current control unit 42 .

Beim Umschalten auf Betrieb mit Verbrennungsmotor 10 wird der Elektromo­ tor 16 als Generator betrieben, sofern die Batterien 40 regeneriert werden sollen; andernfalls wird der Elektromotor 16 im Leerlauf mitgetrieben oder treibt zur kurzfristigen Erhöhung der Antriebsleistung des Hybridantriebes das Kraftfahrzeug mit an.When switching to operation with the internal combustion engine 10 , the electric motor 16 is operated as a generator if the batteries 40 are to be regenerated; otherwise the electric motor 16 is driven at idle or drives the motor vehicle to increase the drive power of the hybrid drive at short notice.

Über Drehzahlsensoren 48, 50 im Wechselgetriebe 14 werden der Steuer­ elektronik der Stromregeleinheit 42 die Drehzahl nAn und nAb der Antriebs­ welle 26 und der Abtriebswelle 28 mitgeteilt. Ferner werden der Steuerelek­ tronik über die Schaltbetätigung 35 bzw. den in der Schaltbetätigung 35 vor­ gesehenen Sensor 52 die Schaltabsicht S und über Sensoren 54, 56, 58, 60 die einzulegende Gangstufe i in Form von elektrischen Signalen übermittelt.Via speed sensors 48 , 50 in the change gear 14 , the control electronics of the current control unit 42 are informed of the speed n on and n from the drive shaft 26 and the output shaft 28 . Furthermore, the control electronics are transmitted via the shift actuator 35 or the sensor 52 seen in the shift actuator 35 before the shift intention S and via sensors 54 , 56 , 58 , 60 the gear stage i to be transmitted in the form of electrical signals.

Sobald über die Schaltbetätigung 35 des Wechselgetriebes 14 ein Gang­ wechsel (Gangsignal S) eingeleitet wird, wird die Trennkupplung 12 ausge­ rückt (bei elektromotorischem Antrieb ist diese ohnehin ausgerückt) und der Elektromotor 16 ggf. vom Antriebsbetrieb in den drehzahlgesteuerten Be­ trieb umgeschaltet. As soon as a gear change (gear signal S) is initiated via the shift actuator 35 of the change gear 14 , the clutch 12 is disengaged (in the case of an electric motor drive this is disengaged anyway) and the electric motor 16 is optionally switched from the drive operation to the speed-controlled operation.

Dann berechnet die Steuerelektronik in der Stromregeleinheit 42 anhand der Drehzahlsignale nAn und nAb der Antriebswelle 26 und der Abtriebswelle 28 und unter Berücksichtigung der Gangsignale i des zu schaltenden Ganges des Wechselgetriebes 14 die erforderliche Solldrehzahl der Antriebswelle 26 ± 50 min-1, vergleicht diese mit dem Ist-Drehzahlsignal nAn und steuert über die Stromregeleinheit 42 eine positive oder negative Beschleunigung des Elektromotors 16 zur Erzielung eines angenäherten Synchronlaufes der zu schaltenden Übersetzungsstufe mit der berechneten Drehzahldifferenz von ± 50 min-1. Die Logik der Steuerelektronik ist dabei derart, daß bei ei­ ner erforderlichen Beschleunigung der Antriebswelle 26 eine negative Dreh­ zahldifferenz und bei einer Abbremsung der Abtriebswelle 28 (Hochschaltvorgang) eine positive Drehzahldifferenz eingesteuert wird. Damit wird neben dem komfortableren Schaltvorgang eine schnellere Syn­ chronisierung verwirklicht. Mit dem Einlegen des Ganges - erkennbar über die Sensoren 54, 56, 58, 60 - wird der Elektromotor 16 sofort von dem Dreh­ zahl-Regelbetrieb auf die gerade vorliegende Betriebsart umgeschaltet.The control electronics in the current control unit 42 then calculate the required setpoint speed of the drive shaft 26 ± 50 min −1 on the basis of the speed signals n An and n Ab of the drive shaft 26 and the output shaft 28 and taking into account the gear signals i of the gear to be shifted in the change gear 14 , comparing them with the actual speed signal n on and controls via the current control unit 42 a positive or negative acceleration of the electric motor 16 to achieve an approximate synchronous operation of the gear ratio to be switched with the calculated speed difference of ± 50 min -1 . The logic of the control electronics is such that when egg ner required acceleration of the drive shaft 26 a negative speed difference and a braking of the output shaft 28 (upshifting) a positive speed difference is controlled. In addition to the more convenient shifting process, this enables faster synchronization. With the engagement of the gear - recognizable by the sensors 54 , 56 , 58 , 60 - the electric motor 16 is immediately switched from the speed control mode to the current operating mode.

Wird über die Sensoren der Schaltbetätigung 35 eine Gangschaltabsicht erkannt und über den Drehzahlsensor 50 an der Abtriebswelle eine Dreh­ zahl ≈0 (= Stillstand des Kraftfahrzeuges) sensiert, so wird der Elektromotor 16 über die Stromregeleinheit 42 mit einer weit geringeren als der zum An­ fahren des Kraftfahrzeuges benötigten Antriebsleistung angesteuert. Dem­ entsprechend wird über den Elektromotor 16 über die Vorgelegestufe 36 die Antriebswelle 26 des Wechselgetriebes 14 langsam und nahezu kraftlos gedreht, so daß ein komfortables Einschalten des ersten Vorwärtsganges I oder des nicht dargestellten Rückwärtsganges ermöglicht ist, ohne daß jedoch das Kraftfahrzeug bei erfolgtem Formschluß bzw. eingelegtem Gang bewegt wird. Die Drehrichtung des Elektromotors 16 ist dabei beim Vor­ wärtsgang in der einen Drehrichtung und beim Rückwärtsgang entgegenge­ setzt, wobei die Drehrichtungen gleich der jeweiligen Drehrichtung der An­ triebswelle 26 nach eingelegtem Gang im Fahrbetrieb entspricht. Es hat sich gezeigt, daß dadurch Schaltstörungen besonders wirksam eliminiert sind.If an intention to change gear is detected via the sensors of the shift actuator 35 and a speed ≈0 (= standstill of the motor vehicle) is sensed via the speed sensor 50 on the output shaft, then the electric motor 16 is driven by the current control unit 42 with a much lower one than that used to drive the Motor vehicle required drive power controlled. Correspondingly, the drive shaft 26 of the change gear 14 is rotated slowly and almost without power via the electric motor 16 via the countershaft 36 , so that the first forward gear I or the reverse gear (not shown) can be conveniently switched on, but without the motor vehicle having a positive connection or selected gear is moved. The direction of rotation of the electric motor 16 is in the forward gear in the one direction of rotation and in reverse gear sets, the directions of rotation equal to the respective direction of rotation of the drive shaft 26 corresponds to the engaged gear after driving. It has been shown that switching disturbances are particularly effectively eliminated as a result.

Anschließend schaltet die Steuerelektronik der Stromregeleinheit 42 - nach­ dem das Einlegen des Ganges (I) über die Sensoren 52 bzw. 56 oder 58 erkannt ist - wieder auf Antriebsbetrieb bei elektromotorischem Betrieb oder auf Leerlauf bei verbrennungsmotorischem Betrieb um. Subsequently, the control electronics of the current control unit 42 - after the gear (I) has been identified by the sensors 52 or 56 or 58 - switch back to drive operation in electromotive operation or to idling in combustion engine operation.

Es versteht sich, daß über den Gang I auch Rückwärts-Fahrbetrieb steuer­ bar ist, wenn z. B. über einen separaten R-Schalter (ggf. in der Schaltbetäti­ gung 35) der Elektromotor 16 auf entgegengesetzte Drehrichtung umge­ steuert wird. Dadurch könnte das Wechselgetriebe ggf. ohne Rückwärts­ gang ausgeführt sein.It is understood that reverse gear is also taxable via gear I when z. B. via a separate R switch (possibly in the Schaltbetäti supply 35 ), the electric motor 16 is controlled in the opposite direction of rotation. As a result, the change gear could possibly be designed without reverse gear.

Claims (5)

1. Hybridantrieb für ein Kraftfahrzeug mit einem Verbrennungsmotor und einem Elektromotor als Antriebe, die auf die Antriebswelle eines mit schaltbaren Zahnrädern zum Schalten zumindest eines Vorwärts­ und/oder Rückwärtsganges versehenen Geschwindigkeits-Wechselge­ triebes wirken, dessen Abtriebswelle mit dem Antriebsstrang des Kraft­ fahrzeuges zusammenwirkt, wobei der Elektromotor zumindest zeitweilig ständig mit der Antriebswelle gekuppelt ist, dadurch gekennzeichnet, daß beim Einlegen eines Ganges (I-IV) der Elektromotor (16) kurzfristig mit einer geringen Drehzahldifferenz zur Abtriebswelle (28) betrieben ist.1. Hybrid drive for a motor vehicle with an internal combustion engine and an electric motor as drives that act on the drive shaft of a switchable gears for switching at least one forward and / or reverse gear speed-Wechselge gear, the output shaft of which cooperates with the drive train of the motor vehicle, wherein the electric motor is at least temporarily permanently coupled to the drive shaft, characterized in that when a gear (I-IV) is engaged, the electric motor ( 16 ) is operated for a short time with a slight speed difference from the output shaft ( 28 ). 2. Hybridantrieb nach Anspruch 1, dadurch gekennzeichnet, daß die elek­ tronische Steuerung (42) des Elektromotors (16) mit einem Drehzahlsen­ sor (50) an der Abtriebswelle (28) des Geschwindigkeits-Wechselgetrie­ bes (14) und mit einem Schaltbetätigungssensor (52) verbunden ist und daß bei einer Drehzahl nAb ≈ 0 der Abtriebswelle (28) und anstehendem Signal des Schaltbetätigungssensors (52) der Elektromotor (16) mit ei­ nem Bruchteil seiner Antriebsleistung die Antriebswelle (26) langsam dreht.2. Hybrid drive according to claim 1, characterized in that the elec tronic control ( 42 ) of the electric motor ( 16 ) with a speed sensor ( 50 ) on the output shaft ( 28 ) of the speed change transmission ( 14 ) and with a shift actuation sensor ( 52 ) is connected and that at a speed n Ab ≈ 0 of the output shaft ( 28 ) and pending signal of the shift actuation sensor ( 52 ) the electric motor ( 16 ) with a fraction of its drive power slowly rotates the drive shaft ( 26 ). 3. Hybridantrieb nach Anspruch 2, dadurch gekennzeichnet, daß die Antriebswelle (26) in der gleichen Drehrichtung gedreht wird, in der sie nach eingelegtem Gang in Fahrbetrieb dreht.3. Hybrid drive according to claim 2, characterized in that the drive shaft ( 26 ) is rotated in the same direction of rotation in which it rotates after driving in gear. 4. Hybridantrieb nach Anspruch 1, wobei der Elektromotor (16) zugleich als Synchronisator für das Geschwindigkeits-Wechselgetriebe (14) mit meh­ reren Gängen (I-IV) betrieben ist, dadurch gekennzeichnet, daß der Elektromotor (16) beim Gangwechsel auf eine geringfügig unter- oder oberhalb der Synchrondrehzahl liegende Drehzahl gesteuert ist.4. Hybrid drive according to claim 1, wherein the electric motor ( 16 ) is simultaneously operated as a synchronizer for the speed change gear ( 14 ) with several gears (I-IV), characterized in that the electric motor ( 16 ) when changing gear to a slight speed is controlled below or above the synchronous speed. 5. Hybridantrieb nach Anspruch 4, dadurch gekennzeichnet, daß die Dreh­ zahldifferenz ca. ± 50 min-1 beträgt.5. Hybrid drive according to claim 4, characterized in that the rotational speed difference is approximately ± 50 min -1 .
DE19530233A 1995-08-17 1995-08-17 Hybrid drive transmission for vehicle Withdrawn DE19530233A1 (en)

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US6308794B1 (en) 1998-08-06 2001-10-30 Mannesmann Sachs Ag Parallel hybrid drive for a motor vehicle having a clutch which is integrated in the electrical machine, and an associated electric motor unit
EP1097831A3 (en) * 1999-11-05 2001-10-31 General Motors Corporation Hybrid powertrain with an integrated motor/generator
WO2002055903A3 (en) * 2001-01-12 2003-07-03 Mannesmann Sachs Ag Motor vehicle comprising a drive train having a multiple clutch device
EP1332907A1 (en) * 2000-10-16 2003-08-06 Nissan Diesel Co., Ltd. Hybrid vehicle system
CN1127415C (en) * 1997-03-11 2003-11-12 罗伯特·博施有限公司 Gearbox-integrated electric machine for motor vehicle internal combustion engines and its control
EP0928715A3 (en) * 1998-01-08 2005-05-25 MT Cars Company Speed change control using engine to synchronize gears
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WO2007085360A2 (en) * 2006-01-26 2007-08-02 Zf Friedrichshafen Ag Method for synchronising an automatic transmission comprising the adaptation of an input speed
WO2007110013A1 (en) * 2006-03-24 2007-10-04 Werner Kochsiek Transmission
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DE102007007257A1 (en) * 2007-02-14 2008-08-21 Zf Friedrichshafen Ag Method for operating a drive train of a vehicle
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US7617896B2 (en) 2006-03-23 2009-11-17 Mitsubishi Fuso Truck And Bus Corporation Control device for an electric vehicle
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DE102012005678A1 (en) * 2012-03-21 2013-09-26 Daimler Ag Automotive powertrain device having an active synchronizer unit
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DE19743757A1 (en) * 1997-10-02 1999-04-15 Siemens Ag Drive mechanism for electric vehicle and hybrid-drive vehicle
EP0928715A3 (en) * 1998-01-08 2005-05-25 MT Cars Company Speed change control using engine to synchronize gears
EP0943844A3 (en) * 1998-03-17 2000-04-05 WABCO GmbH & CO. OHG Method for controlling a transmission
US6308794B1 (en) 1998-08-06 2001-10-30 Mannesmann Sachs Ag Parallel hybrid drive for a motor vehicle having a clutch which is integrated in the electrical machine, and an associated electric motor unit
US6632155B1 (en) 1999-07-07 2003-10-14 Hoehn Bernd-Robert Drive system
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EP1332907A1 (en) * 2000-10-16 2003-08-06 Nissan Diesel Co., Ltd. Hybrid vehicle system
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US7287443B2 (en) 2001-01-12 2007-10-30 Volkswagen Ag Motor vehicle comprising a drive train having a multiple clutch drive
US7107870B2 (en) 2001-01-12 2006-09-19 Zf Sachs Ag Motor vehicle comprising a drive train having a multiple clutch drive
WO2002055903A3 (en) * 2001-01-12 2003-07-03 Mannesmann Sachs Ag Motor vehicle comprising a drive train having a multiple clutch device
US7207922B2 (en) 2001-01-12 2007-04-24 Volkswagen Ag Motor vehicle comprising a drive train having a multiple clutch drive
US7510500B2 (en) 2003-08-02 2009-03-31 Daimler Ag Method for controlling a drive of a hybrid vehicle
WO2006028026A1 (en) * 2004-09-08 2006-03-16 Toyota Jidosha Kabushiki Kaisha Parking pawl engagement control
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EP1952045A4 (en) * 2005-11-17 2011-03-16 Volvo Constr Equip Holding Se Method for performing gear shifting
EP1952045A1 (en) * 2005-11-17 2008-08-06 Volvo Construction Equipment Holding Sweden AB Method for performing gear shifting
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US7617896B2 (en) 2006-03-23 2009-11-17 Mitsubishi Fuso Truck And Bus Corporation Control device for an electric vehicle
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