• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A method of managing a hybrid drive device (1) of a motor vehicle having at least a first drive module (2) and a second drive module (3) cooperating mechanically via a clutch cutoff (4). The first drive module (2) starts by at least partially closing the cutoff clutch (4) and thereby accelerating the first drive module (2) by the second drive module (3), and during startup the first drive module (2) controls the rotational speed of the second drive module (3).
    公开号:FR3015412A1
    申请号:FR1462600
    申请日:2014-12-17
    公开日:2015-06-26
    发明作者:Genannt Eisenwerth Kaspar Schmoll；Ralf Schuler
    申请人:Robert Bosch GmbH；
    IPC主号:
    专利说明:

    [0001] Field of the Invention The present invention relates to a method for managing a hybrid drive device, in particular a motor vehicle comprising at least a first drive module and a second drive module, the first module and the second drive module cooperating mechanically via a cut-off clutch, the first drive module starting by at least partially closing the cut-off clutch and thereby accelerating the first drive module. by the second drive module. In other words, the subject of the invention is a method and a device for managing a hybrid drive device, in particular a motor vehicle having a first drive module and a second drive module. The first and second drive modules are connected to mechanically cooperate with a breaking clutch. The first drive module is started by at least partially closing the cutoff clutch to accelerate the first drive module by the second drive module.
    [0002] STATE OF THE ART According to the state of the art, a large number of methods and devices for managing a hybrid drive device consisting of a first drive module and a second drive module are known. . In such hybrid drive devices, the first and second drive modules are generally connected by a cut-off clutch to mechanically cooperate with one another. In the case of parallel hybrid mounting, the output shaft of the first drive module and the input shaft of the second drive module are connected by the cutoff clutch to cooperate.
    [0003] The clutch cutoff can thus be influenced by the control of the vehicle. By appropriately adjusting the cutoff clutch, it is also possible to travel with the only second drive module in addition to the hybrid operating mode, the acceleration mode and the recovery mode. In the case of operation with the only second drive module, the cut-off clutch is open and the first drive module is at rest. If the first drive module is for example a heat engine, it can be connected and started by the second drive module at least partially closing the clutch cutoff. At this point, the second rotating drive module will be able to pull the first drive module connected via the clutch. For the first start or restart of the heat engine, the output torque of the second drive module, which is for example an electric motor, is increased by a predefined value. At the start of the start-up operation, the clutch is open and during the operation it is put in a position which makes it possible to exactly transmit the predefined value of the torque to the heat engine. Thus reported at the output, during the start operation there are no changes in the torque and the starting operation is, therefore, perceptible by the driver. According to the state of the art, the operation is purely "commanded". Because of the various parasitic influences in the clutch system it can happen that the torque / stroke relationship of the clutch can not be known exactly so that it can not be predefined exactly the value of the torque to be adjusted on the clutch . Depending on the difference resulting from the torque between the clutch and the electric motor, this will be perceived by the driver as an uncomfortable shock. This situation is aggravated in the case of systems comprising an automatic converter as starting element because this difference in torque results in a modification of the converter slip, that is to say the difference in the speed of rotation of the rotor of the converter. pump and turbine rotor; because of the specific properties of the converter including torque amplification, the difference results in an even greater torque defect that is applied to the input shaft of the transmission. This is why there are many models of evaluation and adaptation allowing to regularly adapt the relation couple / race in mode of operation. This results in a considerable increase in the means implemented for the application and thus a source of errors. And despite this, it is not possible in each operating state to have the exact relationship torque / race.
    [0004] By adjusting the application force by which the friction linings of the cut-off clutch are pressed against one another by the control of the vehicle, the value of the torque currently transmitted by the cut-off clutch in operating mode is controlled. slip, that is to say to control the slip of the torque. If the cutoff clutch operates in spin, the first drive module and the second drive module rotate at different speeds. A slip torque predefined by the vehicle control, however, rarely corresponds to the slip torque effectively transmitted by the clutch because the friction coefficients of the friction linings of the clutch connected to the clutch are altered. wear or temperature variations, mechanical or hydraulic inaccuracies in the clutch actuation system, hysteresis, signal travel times, aging or similar phenomena, ordered. The instant from which a torque will be transmitted by closing the clutch cut is therefore tainted with uncertainty. When a heat engine is towed, the second drive module must absorb the strongly varying positive and negative torques of the heat engine during the transition from the non-tripped mode to the tripped mode. In addition, the torque acting on the second drive module depends on the slip torque to be effectively transmitted by the cutoff clutch when starting the engine. These torque variations influence, that is to say, brake or accelerate the speed of rotation of the second drive module. The second drive module is connected to the drive wheels. Thus, a variation in the speed of rotation can negatively influence the driving behavior and reduce the comfort given by the vehicle. DE 10 2007 062 796 discloses a method which, knowing the slip torque to be transmitted and for proper control of the cutoff clutch, minimizes or eliminates such rotational speed variations.
    [0005] But for this solution, it is necessary to determine in a complicated way the slip torque to be transmitted. OBJECT OF THE INVENTION From this state of the art, the present invention aims to allow a comfortable management of a hybrid vehicle without having to determine the slip torque to be transmitted by the clutch cutoff. DESCRIPTION AND ADVANTAGES OF THE INVENTION To this end, the subject of the invention is a method for managing a hybrid drive device, in particular a motor vehicle comprising at least a first drive module and a second drive module. drive module, the first drive module and the second drive module cooperate mechanically via a cutoff clutch and the first drive module starts by at least partially closing the cutoff clutch and accelerating thus the first drive module by the second drive module, this method being characterized in that during the startup of the first drive module, the speed of rotation of the second drive module is controlled.
    [0006] In other words, the subject of the invention is a method for managing a hybrid drive device, in particular a motor vehicle. The hybrid drive device includes a first drive module and a second drive module. The first and second drive modules cooperate by a mechanical connection provided by a clutch cutoff. The first drive module is started by at least partially closing the cutoff clutch so as to accelerate the first drive module with the aid of the second module. According to the invention, the second module operates with a speed control during the startup of the first module. In order to control the drive modules, set pairs are usually preset. Controlling the speed of rotation of the second drive module during the start of the first drive unit acts indirectly against the variations in rotational speed resulting from the traction of the first drive module and the torque that can not be controlled precisely and is transmitted at the moment by the clutch cut. To effectively avoid rotational speed variations of the driving wheels, the speed of regulation of the speed of rotation is chosen significantly faster than the generation of the different oscillations of the torque. During the start-up phase, the second drive module is thus used to eliminate, by regulation, a torque / stroke relationship that is tainted by defects in the clutch control. Advantageously, the hybrid drive device thus operates without any unpleasant variation in the speed of rotation nor acceleration of the drive wheels. This has a safe and comfortable driving behavior even during the start of the second drive module. The quality of the boot is improved accordingly. The means to be used for the application of the clutch system are considerably reduced because a detailed evaluation model and adaptations are not required. In particular, a prior control of the clutch can be, if necessary, sufficient. According to another development, the hybrid drive device further comprises a torque converter and an output. The torque converter includes a pump rotor and a turbine rotor. The second drive module and the pump rotor are rigidly connected by a mechanical connection; the turbine rotor is rigidly connected to the outlet. The output is connected directly to the driving wheels or via a transmission. The second drive module operates in speed control during the start of the first drive module, the second drive module being regulated in rotational speed according to the rotational speed of the turbine rotor.
    [0007] According to this development, the driven pump rotor of the rotating torque converter rotates the hydraulic fluid in the torque converter. The hydraulic fluid rotated in the torque converter transmits a force or torque to the turbine rotor which thereby experiences an acceleration force and starts rotating. The rotational speed of the second drive module is then regulated as a function of the rotation speed of the turbine rotor that is to say the rotation speed that is effectively applied to the output or to the drive wheels. Advantageously, there is thus an even more precise control of the rotational speed of the second drive module and thus an even safer driving behavior with better comfort. According to another development of the invention, the second drive module is regulated in rotation speed as a function of the rotational speed of the pump rotor. The second drive module is rigidly connected to the pump rotor of the torque converter. The operation of the regulation according to the speed of rotation of the pump rotor thus corresponds to a rotation speed regulation as a function of the speed of rotation of the second drive module. Advantageously this regulation avoids any additional sensor that would determine the rotational speed of the second drive module and nevertheless the second drive module is regulated according to its rotational speed (that of the second drive module). An appropriate design of the control circuit, allows a safe driving behavior with a better comfort. In this case also, a control speed of the control circuit is chosen which is significantly faster than the speed at which the oscillations of the torque develop.
    [0008] According to another development, the second drive module operates with rotational speed control dependent on the rotation speed difference between the rotation speed of the turbine rotor and the rotational speed of the pump rotor. The difference in rotational speed between the turbine rotor and the pump rotor is the cause of the torque acting at that moment on the output or on the driving wheels. Thus, a rotation speed regulation of the second drive module can be done according to the difference between the speed of rotation of the turbine rotor and the speed of rotation of the pump rotor and which acts at the instant on the output or the driving wheels.
    [0009] Advantageously, the driving behavior or the safe driving behavior is influenced in a targeted manner for high comfort without variation of torque. According to a development of the invention, the second drive module is regulated in rotation speed so that the difference between the rotational speed of the turbine rotor and the rotational speed of the pump rotor remains constant. If during the starting phase of the first drive module, the difference between the rotational speed of the turbine rotor and the rotational speed of the pump rotor remains constant, the torque applied to the output or to the drive wheels remains constant. This means that if directly before the start of the first drive module, the vehicle is precisely accelerated, then the vehicle continues to accelerate with constant acceleration; if it has precisely circulated at a constant speed, this speed remains conserved or if it has just been decelerated, the deceleration will be at constant deceleration. The start of the first training module lasts less than one second. Preserving the previous acceleration beyond this period is rarely perceived by the occupant, for example in a vehicle with a hybrid drive as non-annoying.
    [0010] Advantageously this allows operation of the hybrid drive device which corresponds on the one hand to a comfortable circulation and on the other hand to a secure circulation behavior because it avoids accidental torque variations during the startup of the first module. training.
    [0011] According to another development of the invention, the difference value of the rotational speeds to be regulated between the rotational speed of the turbine rotor and the rotational speed of the pump rotor is predefined according to a parameter entered during the operation of the hybrid drive device especially directly before the start of the first drive module. As predefined the difference between the rotational speed of the pump rotor and the rotational speed of the turbine rotor according to a parameter entered during the operation of the hybrid drive device, especially directly before the start of the first module of by driving a sensor installation, the hybrid drive device reacts according to the external or internal information of the environment and adapts the driving behavior and the comfort of the vehicle to the instantaneous state. External environmental information is, for example, atmospheric conditions such as snow-covered, wet or dry roadways for different temperatures and corresponding to a different coefficient of friction, significant ascents and descents. The internal environmental information of the hybrid drive device may for example be the temperature of the first or the second drive module, that of the power electronics, the state of charge of a power supply installation. the second driving module or the strong and significant acceleration or deceleration of the vehicle. Depending on the importance with which one of the parameters entered deviates from its normal value or its average value, the value of the difference in rotational speed to be regulated is increased or lowered. By increasing, an increase in the torque acting during the start of the first drive module and which is applied to the output or to the driving wheels is realized. The increase in the difference is especially applied for a significant rise, for a lower temperature of the first drive module or for a greater acceleration of the vehicle. This increase is advantageously applied if an increase in the torque applied to the output or to the driving wheels increases the safety of the driving behavior and increases the comfort of circulation. By lowering the difference, it reduces the torque acting during the start of the first drive module and is transmitted to the output or to the drive wheels. The reduction of the difference will be applied in particular in the case of snowy and / or wet roads, for example at low temperatures, with a lower coefficient of friction, for steep descents or if the first module of drive is at high temperature or for a low state of charge of a power supply installation of the second drive module or in case of strong deceleration of the vehicle. This lowering is advantageously applied if a reduction in the torque applied to the output or to the driving wheels increases the safety of the driving behavior and increases the comfort of circulation. The invention also relates to a device comprising at least one control device for managing a hybrid drive device, in particular a motor vehicle comprising at least a first drive module and a second drive module. the first drive module and the second drive module are mechanically connected by a cut-off clutch and at least one control device for controlling the cut-off clutch for starting the first drive module. at least partially closing the cut-off clutch and thereby accelerating the first drive module by the second drive module, said device being characterized in that the control device controls the speed of rotation of the second drive module; during the start of the first training module. In other words, the invention relates to a device comprising a control installation for managing a hybrid drive device, in particular for a motor vehicle and comprising a first drive module and a second drive module. The first and second drive modules are mechanically coupled by a cutoff clutch to cooperate. At the start of the first drive module, the control unit manages the cutoff clutch so that it is at least partially closed and thus makes it possible to accelerate the first drive module with the aid of the second module. drive. The control facility then regulates the rotational speed of the second drive module during the start of the first drive module. Controlling the speed of rotation of the second drive module directly counteracts the rotational speed variations generated by driving the first drive module during the start of the first drive module. The device thus advantageously enables the operation of the hybrid drive device without having troublesome variations in the speed of rotation and acceleration of the output or the drive wheels. The hybrid drive device thus comprises a first and a second drive module, a cutoff clutch and a device with a control installation, in particular for a motor vehicle. The first drive module and the second drive module are mechanically connected to cooperate by the cutoff clutch. The control installation at the start of the first drive module manages the cutoff clutch so that it is at least partially closed and thus makes it possible to accelerate the first drive module with the aid of the second drive module . The control installation thus manages the speed of rotation of the second drive module during the start of the first drive module.
    [0012] Controlling the speed of rotation of the second drive module during the start of the first drive module makes it possible to directly neutralize the variations in the speed of rotation produced by the drive of the first drive module. Advantageously, there is thus a hybrid drive device operating without disturbing variations in the speed of rotation or accelerations at the output or on the drive wheels. The characteristics, properties and advantages of the method of the invention apply under the same conditions to the device of the invention or to the hybrid drive device and vice versa.
    [0013] Drawings The present invention will be described in more detail below with the aid of an exemplary method of a device for managing a hybrid drive device, in particular a motor vehicle shown in the accompanying drawings in which: FIG. 1 is a very simplified diagram of a hybrid drive device of a motor vehicle, FIG. 2 shows a diagram of an exemplary management method of the hybrid drive device of FIG. 1, FIG. 3 shows a diagram of an exemplary management control system of the hybrid drive device of FIG.
    [0014] DESCRIPTION OF EMBODIMENTS OF THE INVENTION FIG. 1 is a diagram of an exemplary embodiment of a hybrid drive device 1. The hybrid drive device 1 comprises a first drive module 2, in particular a heat engine and a second drive module 3, in particular an electric or hydraulic motor. The two drive modules 2, 3 are cooperatively connected by a cut-off clutch 4. When the cut-off clutch 4 is open, that is to say when the disks of the cut-off clutch 4 are spaced apart. One of the other, no torque will be transmitted between the two drive modules 2, 3. In this state of the clutch, the two drive modules 2, 3 can rotate at any rotational speeds. When the clutch 4 is completely closed, that is to say when the clutch disks are pressed against each other and are pressed against each other, the two drive modules 2, 3 rotate at the same rotational speed and there is a complete transmission of torque from one drive module to the other. When the cutoff clutch 4 is neither open nor closed completely, ie when it is partially closed (partially engaged), both clutch disks slip (slide) one on the other. This means that the drive modules 2, 3 have different speeds of rotation. Part of the torque of one drive module is transmitted to the other drive module which reduces the difference in speed of rotation of the two drive modules 2, 3. The drive modules 2, 3 can thus be separated or connected to each other by the cutoff clutch 4 that is to say that they can be connected so as to cooperate by the clutch cutoff 4. To start the first module d 4, in particular if it is a heat engine, at least partially closes the clutch 4 clipping so that the clutch discs slide on one another or are rigidly connected l one to another. The torque of the second drive module 3 is thus transmitted to the first drive module 2 which starts to rotate.
    [0015] When the first drive module 2 continues to turn on its own or if it provides a torque then the start of the first drive module 2 ends. During this start-up or start-up phase, when the first drive module 2 is accelerated in particular starting with the zero rotation speed until the end of the start, the drive module 3 is regulated in rotational speed. The hybrid drive device further comprises a torque converter 5 which connects the second drive module 3 to the output 8 in the direction of the transmission of the motion. The torque converter 5 comprises, on the input side, a pump rotor 6 integral with the input shaft of the second drive module 3. At output, the torque converter 5 comprises a turbine rotor 7 integrally connected to the output 8. The torque converter 5 contains hydraulic fluid which transmits the torque between the pump rotor 6 and the turbine rotor 7. The transmission capacity of the torque converter and thus the amplitude of the torque transmitted at the given instant increase. with the increase of the speed of rotation between the turbine rotor 7 and the pump rotor 6. The output 8 is for example connected to the transmission 13 and the axes 14 to the drive wheels 15 of the vehicle. The transmission may include a manual gearbox, an automated gearbox, a continuous gearbox, or an automatic gearbox. FIG. 1 also shows a control installation 12 capturing the signals of various sensors, for example, a sensor installation for the information of the environment 11, a speed sensor 9 for capturing the signal. rotational speed of the pump wheel 6 or of a rotational speed sensor 10 for detecting the speed of rotation of the turbine rotor 7. Signals operated by the control system 12 serve, for example, for the regulation of the speed rotating the second drive module 3. The control installation 12 thus regulates the speed of rotation of the second drive module. FIG. 2 shows an exemplary embodiment of a method for managing a hybrid drive device 1. The method starts with step 101. The method continues in step 102 until the control system 12 receives a signal for starting the first drive module 2. Upon receipt of the start signal of the first drive module, the method proceeds to the next step. From there we have in parallel three parts of the process; in block 103 it is checked whether the start of the first drive module 2 is finished; in block 104 at least partially closes the clutch cut-off 4 and in block 105 the speed of rotation of the second drive module 3 is regulated. In the embodiment of the invention, in block 105 the speed is regulated. rotating the second drive module 3 so that the difference 207 between the speed of rotation provided by the sensor 10 of the turbine rotor 7 and the rotational speed provided by the sensor 9 of the pump rotor 6 remains; in particular, the value of the difference in speed of rotation 207 to be regulated according to a parameter entered by the sensor installation 141 during the operation of the hybrid drive device 1, in particular directly before the start of the first module, is predetermined. 2. If the block 103 finds that the start of the first drive module 2 is completed, the method advances one step. In the block 106, the clutch 4 is again represented independently of the method as well as the second drive module 3, in particular also independently of the method represented in the block 105. The method 100 ends with the step 107 .
    [0016] FIG. 3 shows an exemplary embodiment of a control system for managing the hybrid drive device during startup or a start-up phase of the first drive module 2. With block 201, it is predefined as a guide quantity for the regulation path, the difference in rotation speed of design, especially constant, between the speed of rotation of the turbine rotor 7 captured by the sensor 10 and the speed of rotation of the pump rotor 6 gripped by the sensor 9 and constituting guide quantities. In particular, the value of the target rotational speed difference to be regulated according to a parameter entered during the operation of the hybrid drive device 1 is predefined, especially immediately before the start of the first module. drive 2 using the sensor installation 11. At time 202 the control deviation is formed as the difference between the set speed of rotation and the actual rotational speed and these differences are provided to the controller 203.
    [0017] With the output variable of the controller, the second drive module 3 (204) is controlled. The second drive module 3 (204) provides a corresponding torque as an output quantity applied to the pump rotor 6 (205) for the torque converter 5. The hydraulic fluid of the torque converter 5 applies a torque to the turbine rotor 7 (206). The sensors 9 and 10 capture the respective rotational speed of the pump rotor 6 (205) and the turbine rotor 7 (206). At point 207 the actual rotational speeds of the first pump rotor 6 (205) and the turbine rotor 7 (206) are differentiated and this difference is transmitted at point 202. In this block the control deviation is formed between the difference between the set rotation speed and the actual rotation speed to reapply this difference to the regulator 203. The control circuit is thus closed and a constant torque is always applied to the output 8, which allows operation comfortable and safe running, even during the start of the first drive module 2. In particular this function must be performed in the inverter or in the control device of the electric machine for reasons of speed or regulation to avoid extend waiting eg by the bus system.25 NOMENCLATURE OF THE MAIN ELEMENTS 1 Hybrid drive unit 2 First drive module 3 Second drive module Trailing 4 Cut-off clutch 5 Torque converter 6 Pump rotor 7 Turbine rotor 8 Output 9 Sensor 10 Sensor 12 Control 13 Transmission 14 Axis 15 Wheel 101-107 Process step (s) 100 for control device hybrid drive 1 201-207 Step (s) of the hybrid drive system management method 25
    权利要求:
    Claims (2)
    [0001]
    CLAIMS 1 °) A method (100) for managing a hybrid drive device (1), in particular a motor vehicle comprising at least a first drive module (2) and a second drive module (3), the first drive module (2) and the second drive module (3) cooperating mechanically via a cut-off clutch (4), and the first drive module (2) starting in at least partially closing (104) the clutch cut-off (4) and thereby accelerating the first drive module (2) by the second drive module (3), characterized in that during starting (103) the first drive module (2) controls the rotational speed (105) of the second drive module (3).
    [0002]
    Method according to Claim 1, characterized in that the hybrid drive device (1) comprises a torque converter (5) comprising a pump rotor (6) and a turbine rotor (7) and a output (8), - the second drive module (3), and the pump rotor (6) being mechanically connected, and - the turbine rotor (7) being connected to the output (8), and - the second driving module (3) is regulated in rotational speed (105) as a function of the rotational speed (10) of the turbine rotor (7) 3 °) Method according to claim 2, characterized in that the rotational speed (105) of the second drive module (3) as a function of the rotational speed (9) of the pump rotor (6). Method according to Claim 3, characterized in that the rotational speed (105) of the second drive module (3) is regulated as a function of the difference (207) of the rotational speed (10) of the rotor. turbine (7) and the rotational speed (9) of the pump rotor (6). Method according to Claim 4, characterized in that the rotational speed (105) of the second drive module (3) is regulated by keeping the rotational speed difference (207) constant between the speed of rotation ( 10) of the turbine rotor (7) and the rotational speed (9) of the pump rotor (6). Process according to Claim 5, characterized in that the rotation speed difference (207) to be regulated is regulated between the rotational speed (10) of the turbine rotor (7) and the rotational speed (9). of the pump rotor (6) according to the value of an operating parameter entered during the operation of the hybrid drive device (1), in particular directly before the start of the first drive module (2) with the aid of a sensor installation (11). 7 °) Device comprising at least one control installation (12) for managing a hybrid drive device (1) in particular of a motor vehicle comprising: - at least a first drive module (2) and a second motor module; driving dule (3), mechanically connected by a clutch (4), and - at least one control device (12) for controlling the clutch (4) for starting the first module for driving (2) by at least partially closing (104) the cut-off clutch (4) and thereby accelerating the first drive module (2) by the second drive module (3), characterized in that the control system (12) regulates (105) the speed of rotation of the second drive module (3) during the start (103) of the first drive module (2). hybrid drive (1) comprising at least a first (2) and a second (3) drive module, a clutch of orpure (4) and a device with a control installation (12) in particular for a motor vehicle, the first drive module (2) and the second drive module (3) being connected so as to cooperate mechanically by the clutch (4), and - the control unit (12) controls the clutch (4) for starting the first drive unit (2) so that the clutch (4) is at less partially closed (104) and thus accelerates the first drive module (2) by the second drive module (3), characterized in that the control device (12) regulates (105) the rotational speed of the second drive module (3) during starting (103) of the first drive module (2).
    类似技术:
    公开号 | 公开日 | 专利标题
    FR3015412A1|2015-06-26|METHOD AND DEVICE FOR MANAGING A HYBRID DRIVE DEVICE
    FR2957320A1|2011-09-16|METHOD FOR ADJUSTING THE TIGHTENING STRENGTH OF A PARKING BRAKE
    FR2853609A1|2004-10-15|Brake installation monitoring and controlling process for use in vehicle, involves taking measure modifying deceleration on wheel brake and constantly maintaining or modifying vehicle deceleration only in negligible manner
    FR2767885A1|1999-03-05|Clutch control method for motor vehicle
    EP1753947B1|2008-02-13|Method for controlling a set torque to be applied to wheels of an automatic transmission for a motor vehicle and corresponding device
    FR2843079A1|2004-02-06|Stabilization of a motor vehicle when a wheel tends to spin under traction, uses automatic application of brake at spinning wheel and reduces motor torque if brake does not stop spin
    WO2014087097A1|2014-06-12|Method for controlling the coupling/decoupling of a traction machine of a motor vehicle
    EP3194811B1|2018-12-12|Device for controlling a hydraulic machine, and control method
    FR2764251A1|1998-12-11|Control method for motor vehicle clutch
    FR2995399A1|2014-03-14|DEVICE AND METHOD FOR ESTIMATING THE LOAD OF A MOTOR VEHICLE
    WO2006030144A1|2006-03-23|Method for producing a control instruction adaptable to a brake situation for a transmission device of a motor vehicle power train and corresponding device
    FR3048938B1|2019-06-14|SYSTEM AND METHOD FOR PREVENTING TORQUE OSCILLATIONS IN A TRANSMISSION OF A HYBRID PROPULSION MOTOR VEHICLE
    FR3043046A1|2017-05-05|METHOD OF CONTROLLING THE TORQUE OF AN ENGINE IN A MOTOR VEHICLE
    EP2985201B1|2017-05-31|Method and device for determining the torque setting to be applied to the wheels of a motor vehicle
    EP1791744B1|2008-05-07|Method for producing a setpoint adapted to a cornering situation for a motor vehicle engine-transmission unit transmission device and corresponding device
    FR2875201A1|2006-03-17|METHOD FOR CONTROLLING MULTIPLE OPERATING MODES OF AN AUTOMATED TRANSMISSION FOR A MOTOR VEHICLE, IN PARTICULAR FOR AN IDLE-END ADVANCEMENT OF THE MOTOR VEHICLE WITH ACTIVE BRAKE AND CORRESPONDING DEVICE
    EP3040228B1|2019-12-04|Motor vehicle with hydraulic transmission of engine torque
    FR3010030A1|2015-03-06|METHOD FOR COUPLING A TRACTION MACHINE OF A MOTOR VEHICLE
    FR2890118A1|2007-03-02|METHOD AND DEVICE FOR MANAGING AN INTERNAL COMBUSTION ENGINE
    FR3103440A1|2021-05-28|PROCESS FOR DETERMINING THE TORQUE TRANSMITTED BY THE ENGINE TO THE DRIVE CHAIN
    WO2007138222A1|2007-12-06|System for steering a hybrid vehicle comprising four driving wheels
    WO2006018565A1|2006-02-23|Device for controlling an automatic gearbox for the power-train of a motor vehicle an associated method
    FR2936984A1|2010-04-16|Automatic regulation system i.e. anti-skid regulation system, for regulating driveability of motor vehicle, has storage unit to storing engine overspeed regulation torque, and selection unit selecting torque to be applied to output
    WO2018197767A1|2018-11-01|Method for controlling a power train of a motor vehicle to prevent the stalling of an engine
    FR3086005A1|2020-03-20|METHOD OF CONTROLLING THE MOTOR TORQUE OF A DRIVE UNIT FOR DEACTIVATING INERTIAL TORQUE COMPENSATION
    同族专利:
    公开号 | 公开日
    DE102013226611A1|2015-06-25|
    US20150175151A1|2015-06-25|
    CN104724110B|2019-01-08|
    CN104724110A|2015-06-24|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102006048355A1|2006-10-12|2008-04-17|Robert Bosch Gmbh|Method for operating a hybrid drive device with a torque converter|
    US20110230307A1|2008-09-26|2011-09-22|Andreas Seel|Method and device for operating a hybrid drive device during the start of an internal combustion engine|
    DE102008042685A1|2008-10-08|2010-04-15|Robert Bosch Gmbh|Method for adapting a separating clutch in a drive train arrangement of a vehicle and drive train arrangement|
    US20100250037A1|2009-03-31|2010-09-30|Aisin Aw Co., Ltd.|Hybrid drive device|
    JP3744414B2|2001-11-29|2006-02-08|トヨタ自動車株式会社|Vehicle control device|
    JP3912283B2|2002-12-05|2007-05-09|日産自動車株式会社|Slip control device for torque converter|
    DE10314335A1|2003-03-28|2004-10-07|Zf Friedrichshafen Ag|Hydrodynamic torque converter|
    JP3969330B2|2003-03-28|2007-09-05|トヨタ自動車株式会社|Control device for direct coupling clutch for vehicle|
    DE10314332A1|2003-03-28|2004-10-07|Zf Friedrichshafen Ag|Hydrodynamic torque converter|
    DE10314333A1|2003-03-28|2004-10-07|Zf Friedrichshafen Ag|Hydrodynamic torque converter|
    US20100044129A1|2004-08-09|2010-02-25|Hybrid Electric Conversion Co., Llc|Hybrid vehicle formed by converting a conventional ic engine powered vehicle and method of such conversion|
    DE102007062796A1|2007-12-27|2009-07-02|Robert Bosch Gmbh|Method for operating a hybrid drive device|
    DE102008000770A1|2008-03-19|2009-09-24|Robert Bosch Gmbh|Method and device for closing a clutch|
    JP2009243498A|2008-03-28|2009-10-22|Aisin Aw Co Ltd|Drive control device|
    JP4998449B2|2008-12-08|2012-08-15|トヨタ自動車株式会社|Control device for vehicle power transmission device|
    US8066620B2|2009-05-19|2011-11-29|GM Global Technology Operations LLC|Method of clutch actuation for hybrid transmissions|
    DE102009029119A1|2009-09-02|2011-03-03|Zf Friedrichshafen Ag|Method for operating a drive train|
    JP2011089483A|2009-10-23|2011-05-06|Aisin Seiki Co Ltd|Vehicle controller|
    CN102652072B|2009-12-18|2015-09-02|优迪卡汽车股份有限公司|The Accessory drive mechanism of hybrid electric vehicle|
    JP5377352B2|2010-02-05|2013-12-25|トヨタ自動車株式会社|Start control device for vehicle power transmission device|
    JP5249976B2|2010-03-05|2013-07-31|アイシン・エィ・ダブリュ株式会社|Hybrid drive device|
    JP5306264B2|2010-03-05|2013-10-02|アイシン・エィ・ダブリュ株式会社|Hybrid drive device|
    JP4952812B2|2010-03-19|2012-06-13|トヨタ自動車株式会社|Control device for vehicle drive device|
    DE102010047443A1|2010-10-04|2012-04-05|Audi Ag|Motor vehicle with four-wheel drive|
    DE102010061826A1|2010-11-24|2012-05-24|Zf Friedrichshafen Ag|A method for accelerating the decoupling of the electrical machine with the transmission input releasably connecting the starting clutch in a hybrid drive train of a motor vehicle|
    DE102011104395A1|2011-06-17|2012-12-20|Audi Ag|Method for accelerating a vehicle and hybrid vehicle|
    DE102011079079A1|2011-07-13|2013-01-17|Zf Friedrichshafen Ag|Method for controlling a hybrid drive train of a motor vehicle|
    JP2013071541A|2011-09-27|2013-04-22|Aisin Seiki Co Ltd|Gear shift control device for hybrid vehicle driving system|
    US9162676B2|2011-12-16|2015-10-20|Toyota Jidosha Kabushiki Kaisha|Vehicle control device|
    CN103381809B|2012-05-04|2018-12-07|福特环球技术公司|Method and system for power train disconnect-type clutch|
    DE102013104507A1|2012-05-04|2013-11-07|Ford Global Technologies, Llc|Method for adjusting operation of hybrid vehicle powertrain for hybrid vehicle system, involves adjusting actuator in response to speed and torque difference in dual mass flywheel positioned in drive train between engine and clutch|
    US8758200B2|2012-05-07|2014-06-24|Ford Global Technologies, Llc|Hybrid torque converter control during rolling engine start for driveline damping|
    US9744959B2|2012-05-07|2017-08-29|Ford Global Technologies, Llc|Adjusting motor torque to enable slip of torque converter clutch to be maintained when accelerator pedal released in hybrid vehicle|
    JP5739842B2|2012-06-22|2015-06-24|日産自動車株式会社|Vehicle drive device|
    AT513352B1|2012-08-24|2015-06-15|Avl List Gmbh|Powertrain for a vehicle|
    DE112012006913B8|2012-09-18|2021-03-18|Toyota Jidosha Kabushiki Kaisha|Method of controlling a vehicle propulsion device|
    US9358974B2|2012-12-07|2016-06-07|Ford Global Technologies, Llc|Method and system for adjusting hybrid vehicle driveline torque|
    US9278685B2|2012-12-10|2016-03-08|Ford Global Technologies, Llc|Method and system for adapting operation of a hybrid vehicle transmission torque converter lockup clutch|
    JP6003915B2|2013-02-05|2016-10-05|トヨタ自動車株式会社|Control device for hybrid vehicle|
    DE102013005252A1|2013-03-27|2014-10-02|Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg|Hybrid powertrain and method for controlling the same|
    US9550488B1|2015-09-16|2017-01-24|Ford Global Technologies, Llc|Hybrid vehicle and method of controlling a hybrid vehicle powertrain|WO2014080527A1|2012-11-26|2014-05-30|トヨタ自動車株式会社|Hybrid vehicle power transmission device, and hybrid system|
    US9988036B2|2014-09-05|2018-06-05|Ford Global Technologies, Llc|Clutch and electric machine control for driveline damping|
    ITUB20160874A1|2016-02-19|2017-08-19|Iveco Spa|TRANSMISSION OF A HYBRID VEHICLE, IN PARTICULAR OF AN INDUSTRIAL OR COMMERCIAL VEHICLE|
    US10471951B2|2017-08-09|2019-11-12|Ford Global Technologies, Llc|Hybrid vehicle powertrain control during loss of motor speed feedback|
    CN112721905A|2021-01-07|2021-04-30|浙江吉利控股集团有限公司|Starting method and device of engine in dual-motor hybrid power system and vehicle|
    法律状态:
    2015-12-18| PLFP| Fee payment|Year of fee payment: 2 |
    2016-12-21| PLFP| Fee payment|Year of fee payment: 3 |
    2017-12-19| PLFP| Fee payment|Year of fee payment: 4 |
    2018-03-09| PLSC| Publication of the preliminary search report|Effective date: 20180309 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 6 |
    2020-12-18| PLFP| Fee payment|Year of fee payment: 7 |
    2021-12-15| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102013226611.1A|DE102013226611A1|2013-12-19|2013-12-19|Method for operating a hybrid drive device|
    [返回顶部]