Method for ascertaining a characteristic variable of a clutch during generator operation

Abstract

A method ascertains a characteristic variable of a clutch installed in a drive train of a vehicle for transmitting a transmission torque between a clutch input and a clutch output. A first electric motor is connected to the clutch input and to an internal combustion engine and can assume generator operation, during which it is driven by the internal combustion engine. A second electric motor is connected to the clutch output. The clutch input can have a first rotational speed and the clutch output can have a second rotational speed. The transmission torque during generator operation is ascertained by activating the clutch to adopt a slipping state and in doing so by setting a predefined rotational speed difference between the first and second rotational speed. The clutch input torque present at the clutch input is then ascertained and the transmission torque is determined depending on the clutch input torque.

Claims

1. A method for ascertaining a characteristic variable of a clutch installed in a drive train of a vehicle for transmitting a transmission torque between a clutch input and a clutch output, a first electric motor being connected to the clutch input and to an internal combustion engine and being able to assume a generator operation during which it is driven by the internal combustion engine, a second electric motor being connected to the clutch output, the clutch input having a first rotational speed and the clutch output having a second rotational speed, wherein the transmission torque during generator operation is ascertained by activating the clutch to adopt a slipping state and setting a predefined rotational speed difference between the first and second rotational speed, wherein a clutch input torque is then ascertained and the transmission torque is determined based on the clutch input torque.

2. The method according to claim 1, wherein, during generator operation, the first electric motor causes a first counter-torque opposing a drive torque from the internal combustion engine, wherein the transmission torque is ascertained to be equal to the torque difference between the third drive torque and the first counter-torque.

3. The method according to claim 1, wherein the rotational speed difference is set by the second electric motor regulating the second rotational speed.

4. The method according to claim 1, wherein the rotational speed difference is set by the internal combustion engine regulating the first rotational speed.

5. The method according to claim 1, wherein the clutch is opened during generator operation and is actuated to ascertain the transmission torque.

6. The method according to claim 1, wherein the second rotational speed is less than the first rotational speed.

7. The method according to claim 1, wherein the first and second rotational speeds are approximately constant when ascertaining the transmission torque.

8. The method according to claim 1, wherein the ascertaining of the transmission torque is triggered when the rotational speed difference between the first and second rotational speed falls below a threshold value.

9. The method according to claim 1, wherein the clutch is a disconnect clutch.

10. The method according to claim 1, wherein the transmission torque and the rotational speed difference between the second and first rotational speeds are used to calculate a coefficient of friction.

11. A method for ascertaining a characteristic variable of a clutch, the clutch comprising: an input rotationally connected to a rotor of first electric motor and to an internal combustion engine and having a first rotational speed; and an output rotationally connected to a rotor of a second electric motor and drivably connected to vehicle wheels and having a second rotational speed; the method comprising: operating in a generator mode wherein the clutch is open and the first electric machine produces a counter-torque to resist a torque produced by the internal combustion engine; and in response to a speed difference between the first rotational speed and the second rotational speed: activating the clutch to adopt a slipping state; maintaining the speed difference at a predetermined value; and calculating the characteristic value based on a difference between the torque produced by the internal combustion engine and the counter-torque produced by the first electric motor.

12. The method according to claim 11, wherein maintaining the speed difference comprises using the second motor to regulate the second rotational speed.

13. The method according to claim 11, wherein maintaining the speed difference comprises using the internal combustion engine to regulate the first rotational speed.

14. The method according to claim 11, wherein the second rotational speed is less than the first rotational speed while maintaining the speed difference at the predetermined value.

15. The method according to claim 11, wherein maintaining the speed difference comprises maintaining the first and second rotational speeds constant.

16. The method according to claim 11, wherein the characteristic value is a coefficient of friction.

17. The method according to claim 11, further comprising abandoning the procedure in response to a driver demand before calculating the characteristic value.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Further advantages and advantageous embodiments result from the description of the figures and the drawings.

[0024] The method is described in detail below with reference to the drawings. Specifically:

[0025] FIG. 1: shows a drive train of a vehicle with a clutch, the characteristic variable of which is ascertained according to a method.

[0026] FIG. 2: shows a method for ascertaining a characteristic variable of the clutch.

[0027] FIG. 3a: shows a drive train of a vehicle with a clutch in a first operating state, the characteristic variable of which clutch is ascertained according to a method.

[0028] FIG. 3b: shows a time curve of the first and second rotational speed in the first operating state of the clutch, the characteristic variable of which is ascertained according to a method.

[0029] FIG. 4a: shows a drive train of a vehicle with a clutch in a second operating state, in which a method is carried out.

[0030] FIG. 4b: shows a time curve of the first and second rotational speed in the second operating state of the clutch, the characteristic variable of which is ascertained according to a method.

DETAILED DESCRIPTION

[0031] FIG. 1 shows a drive train 10 of a vehicle with a clutch 18, the transmission torque of which is ascertained according to a method. The drive train comprises an internal combustion engine 12 that is connected to a first electric motor 14. An output of the internal combustion engine 12 is thus non-rotatably connected to a rotor 16 of the first electric motor 14.

[0032] The first electric motor 14 is connected to a clutch 18. The rotor 16 is non-rotatably connected to a clutch input 20 of the clutch 18. A clutch output 22 of the clutch 18 can be brought into operative engagement by friction with the clutch input 20 when the clutch 18 is actuated. If the clutch 18 is closed, a torque can be transmitted between clutch input 20 and clutch output 22. The torque transmitted by the clutch 18 at a specific point in time represents the transmission torque.

[0033] The clutch output 22 is connected to a second electric motor 24. A rotor 26 of the second electric motor 24 is non-rotatably connected to the clutch output 22. The rotor 26 is also connected to a vehicle wheel 28.

[0034] The first electric motor 14 can produce a first drive torque, the second electric motor 24 can produce a second drive torque, and the internal combustion engine 12 can produce a third drive torque. The first and third drive torque can be applied to the clutch input 20. The second drive torque can be applied to the clutch output 22 and to the vehicle wheel 28.

[0035] The clutch 18 is a disconnect clutch, in particular a KO clutch. When the clutch 18 is opened, the second electric motor 24 can move mechanically independently of the first electric motor 14 and the internal combustion engine 12. The second electric motor 24 alone can provide the second drive torque to the vehicle wheel 28. The vehicle can be moved by the second drive torque.

[0036] The first electric motor 14 can be in a generator operation, in particular when the clutch 18 is open, in which the first electric motor 14 produces a first counter-torque with respect to the third drive torque. During generator operation, the first electric motor 14 and the second electric motor 24 act in a series hybrid arrangement. The first electric motor 14 is driven by the internal combustion engine 12 and thus generates electrical energy which the second electric motor 24 can convert into drive energy as a second drive torque.

[0037] The torque present at clutch input 20 during generator operation as a clutch input torque is mainly formed by the third drive torque. In particular, the clutch input torque corresponds to the torque difference between the third drive torque and the counter-torque of the first electric motor 14 running during generator operation.

[0038] FIG. 2 shows a method 100 for ascertaining a characteristic variable of the clutch. The method 100 ascertains a characteristic variable of a clutch installed in a drive train of a vehicle. The clutch enables a transmission torque to be transmitted between a clutch input and a clutch output. A first electric motor is connected to the clutch input and to an internal combustion engine. The first electric motor can assume generator operation, in which the first electric motor is driven by an internal combustion engine. During generator operation, the internal combustion engine is preferably operated at a constant rotational speed, which forms the first rotational speed. The first rotational speed during generator operation can be an optimal rotational speed of the internal combustion engine at which the internal combustion engine has the highest efficiency.

[0039] A second electric motor is connected to the clutch output. The second electric motor changes the second rotational speed, for example, depending on the load requirement of the vehicle. The second rotational speed is thus applied to the clutch output of the opened clutch depending on an operating state of the vehicle.

[0040] The transmission torque is ascertained when a threshold value check 101 of the rotational speed difference between the first and second rotational speed shows that the rotational speed difference falls below a threshold value. If said ascertaining is triggered, the clutch is actuated to ascertain the transmission torque. The transmission torque during generator operation of the first electric motor is ascertained by actuating the clutch by a clutch actuation 102 in order to adopt a slipping state. A predetermined rotational speed difference 104 is set between the first and second rotational speed. The second rotational speed can be less than or greater than the first rotational speed. The rotational speed difference can be, for example, 100 rpm.

[0041] The rotational speed difference is set by the internal combustion engine continuing to provide 105 the constant first rotational speed present during generator operation at the clutch input and the second electric motor specifying 106, in particular regulating, the second rotational speed. The first and second rotational speeds are approximately constant when ascertaining the transmission torque.

[0042] This is followed by a determination 107 of the clutch input torque present at the clutch input and an ascertaining 108 of the transmission torque depending on the clutch input torque. For this purpose, the first counter-torque caused by the first electric motor during generator operation is recorded 110 and the third drive torque of the internal combustion engine is also recorded 112. The transmission torque is then ascertained 114 to be equal to the torque difference between the third drive torque and the first counter-torque.

[0043] The transmission torque and the rotational speed difference from the second and first rotational speed are used to define 116 a coefficient of friction of the clutch. An adaptation 118 of the characteristic variable of the clutch stored in a clutch control of the clutch can then take place depending on the ascertained coefficient of friction.

[0044] FIG. 3a shows a drive train 10 of a vehicle with a clutch 18 in a first operating state, the characteristic variable of which clutch is ascertained according to a method. The drive train 10 comprises an internal combustion engine 12 that is connected to a first electric motor 14 and, together with the first electric motor 14, to a clutch 18.

[0045] A second electric motor 24 is downstream of the clutch 18, which second electric motor is connected to a vehicle wheel. In the first operating state, the clutch is open.

[0046] FIG. 3b shows a time curve of the first and second rotational speed in the first operating state of the clutch. The first electric motor is in generator operation, in which the internal combustion engine influences the first rotational speed 200 and ideally keeps it constant.

[0047] The second rotational speed 202 brought about by the second electric motor changes over time depending on the load requirement of the vehicle and is, in this example, lower than the first rotational speed 200.

[0048] FIG. 4a shows a drive train 10 of a vehicle with a clutch 18 in a second operating state, the characteristic variable of which clutch is ascertained according to a method. The clutch 18 is in a slipping state in which the clutch input 20 has a first rotational speed and the clutch output 22 has a second rotational speed.

[0049] FIG. 4b shows a time curve of the first and second rotational speed in the second operating state of the clutch. The first electric motor is in generator operation. If the threshold value check of the rotational speed difference between the first and second rotational speed shows that the rotational speed difference falls below a threshold value, which occurs at time t.sub.1, then the ascertaining of the characteristic variable is initiated and the clutch is brought into the second operating state.

[0050] For this purpose, the clutch is actuated and switched to slipping operation, in which the second electric motor sets a constant second rotational speed 202. The first rotational speed 200 is set to be constant by the internal combustion engine driving the first electric motor during generator operation. The rotational speed difference is thus kept constant from time t.sub.1 in order to be able to ascertain the transmission torque.

[0051] Once the ascertaining of what takes place at time t.sub.2 has been completed, the clutch is opened again and the clutch returns to the first operating state. When carrying out the ascertaining, the driver's request always has priority. If the driver of the vehicle wants to change the driving rotational speed and the second rotational speed would also have to change for this, the ascertaining is aborted and carried out at a different, more favorable point in time.

LIST OF REFERENCE SYMBOLS

[0052] 10 Drive train [0053] 12 Internal combustion engine [0054] 14 First electric motor [0055] 16 Rotor [0056] 18 Clutch [0057] 20 Clutch input [0058] 22 Clutch output [0059] 24 Second electric motor [0060] 26 Rotor [0061] 28 Vehicle wheel [0062] 100 Method [0063] 101 Threshold value check [0064] 102 Clutch actuation [0065] 104 Setting of the rotational speed difference [0066] 105 Provision of the first rotational speed [0067] 106 Specification of the second rotational speed [0068] 107 Ascertaining of the clutch input torque [0069] 108 Recording of the transmission torque [0070] 110 Recording of the counter-torque [0071] 112 Recording of the third drive torque [0072] 114 Ascertaining of the transmission torque [0073] 116 Definition of a coefficient of friction [0074] 118 Adaptation of the characteristic variable of the clutch [0075] 200 First rotational speed [0076] 202 Second rotational speed