Method for operating a vehicle drivetrain, and drivetrain module for such a vehicle

Abstract

A method for operating a drive train of a motor vehicle includes, for a starting process according to a first operating strategy, completely engaging a torque converter lockup clutch (WK) and, according to a second operating strategy, not completely engaging the torque converter lockup clutch (WK). A hydraulic pressure gradient for filling a piston chamber of the torque converter lockup clutch (WK) is selected to be higher upon selection of the first operating strategy than upon selection of the second operating strategy. A drive train module of a motor vehicle includes a control unit (5) for controlling, by way of an open-loop control system, the method.

Claims

1. A method for operating a drive train of a motor vehicle with at least one electric machine (EM), a transmission (G) for providing different gears between an input shaft (GW1) and an output shaft (GW2) of the transmission (G), and a hydrodynamic torque converter (3A) in the power flow between the electric machine (EM) and the output shaft (GW2), the torque converter (3A) configured to be locked up by engaging a hydraulically actuatable torque converter lockup clutch (WK), the method comprising: for a starting process of the motor vehicle from a standstill, selecting between a first operating strategy and a second operating strategy for controlling the torque converter lockup clutch (WK); when the first operating strategy is selected, completely engaging the torque converter lockup clutch (WK), provided that the torque converter lockup clutch (WK) has not already been completely engaged, such that the torque converter (3A) does not assume a slip state during the starting process; and when the second operating strategy is selected, not completely engaging the torque converter lockup clutch (WK) such that the torque converter (3A) assumes a slip state during the starting process, wherein a hydraulic pressure gradient for filling a piston chamber of the torque converter lockup clutch (WK) in the first operating strategy is greater than the hydraulic pressure gradient for filling the piston chamber of the torque converter lockup clutch (WK) in the second operating strategy.

2. The method as claimed in claim 1, wherein the drive train of a motor vehicle includes a hydraulic system (HY) configured for open-loop controlling a hydraulic fluid supply to the piston chamber of the torque converter lockup clutch (WK), the method further comprising increasing a system pressure of the hydraulic system (HY) when the first operating strategy is selected.

3. The method of claim 2, wherein the system pressure of the hydraulic system (HY) is increased to a maximum possible value when the first operating strategy is selected.

4. The method of claim 1, wherein a filling equalization time (WK_z) for filling the piston chamber of the torque converter lockup clutch (WK) in the first operating strategy is less than the filling equalization time (WK_z) for filling the piston chamber of the torque converter lockup clutch (WK) in the second operating strategy.

5. A drive train module of a motor vehicle, comprising at least one electric machine (EM), an interface to an internal combustion engine (VM) of the motor vehicle, a control unit (5), a transmission (G) for providing different transmission ratios between an input shaft (GW1) and an output shaft (GW2) of the transmission (G), and a hydrodynamic torque converter (3A) in the power flow between the electric machine (EM) and the output shaft (GW2), wherein the control unit (5), by way of an open-loop control system, is configured to: for a starting process of the motor vehicle from a standstill, select between a first operating strategy and a second operating strategy for controlling the torque converter lockup clutch (WK); when the first operating strategy is selected, completely engage the torque converter lockup clutch (WK), provided that the torque converter lockup clutch (WK) has not already been completely engaged, such that the torque converter (3A) does not assume a slip state during the starting process; and when the second operating strategy is selected, not completely engage the torque converter lockup clutch (WK) such that the torque converter (3A) assumes a slip state during the starting process, wherein a hydraulic pressure gradient for filling a piston chamber of the torque converter lockup clutch (WK) in the first operating strategy is greater than the hydraulic pressure gradient for filling the piston chamber of the torque converter lockup clutch (WK) in the second operating strategy.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) One exemplary embodiment is described in detail in the following with reference to the attached figures. Wherein:

(2) FIG. 1 shows a motor vehicle drive train including a hydrodynamic torque converter as the starting component;

(3) FIG. 2 shows a first time sequence of the control of a torque converter lockup clutch of the torque converter; and

(4) FIG. 3 shows a second time sequence of the control of the torque converter lockup clutch.

DETAILED DESCRIPTION

(5) Reference will now be made to embodiments of the invention, one or more examples of which are shown in the drawings. Each embodiment is provided by way of explanation of the invention, and not as a limitation of the invention. For example, features illustrated or described as part of one embodiment can be combined with another embodiment to yield still another embodiment. It is intended that the present invention include these and other modifications and variations to the embodiments described herein.

(6) FIG. 1 shows a schematic of a drive train of a motor vehicle designed as a parallel hybrid drive train. The drive train includes an internal combustion engine VM and an electric machine EM as drive units. A separating clutch K0 is connected between the internal combustion engine VM and the electric machine EM. The drive train from FIG. 1 further includes, as a component, a transmission G for providing various transmission ratios between an input shaft GW1 and an output shaft GW2 of the transmission G, as well as a starting component 3A which is designed as a hydrodynamic torque converter. The starting component 3A is functionally arranged between the drive units VM, EM and the transmission G. The starting component 3A can be arranged together with the transmission G, the electric machine EM, and the separating clutch K0 in a shared housing. An input side 3A_an and an output side 3A_ab of the starting component 3A can be fixedly connected to each other by engaging a hydraulically actuatable torque converter lockup clutch WK. The transmission G is arranged between the starting component 3A and a differential gear AG, via which the power present at the output shaft GW2 is distributed to driving wheels DW of the motor vehicle. A hydraulic system HY is associated with the transmission G, the starting component 3A, a piston chamber (not represented) for actuating the torque converter lockup clutch WK, and a piston chamber for actuating the separating clutch K0. The hydraulic system HY is configured for controlling, by way of an open-loop system, the supply of hydraulic fluid to the components associated with the hydraulic system HY. Associated with the transmission G is a control unit 5 which has a communication link at least to the transmission G, the electric machine EM, and the hydraulic system HY.

(7) When a motor vehicle including a drive train according to FIG. 1 is to be started, the control unit 5 will select between a first operating strategy and a second operating strategy for controlling the torque converter lockup clutch WK. In the first operating strategy, the starting component 3A is locked up by way of the complete engagement of the torque converter lockup clutch WK, if such a condition does not already exist. In the second operating strategy, the torque converter lockup clutch WK is not completely engaged, and so a slip state can occur between the input side 3A_an and the output side 3A_ab of the starting component 3A.

(8) FIG. 2 shows a time sequence of the control of the torque converter lockup clutch WK according to the second operating strategy. Specifically, the time sequence of an actuating current i_VWK of a hydraulic valve of the hydraulic system HY is represented, which directly or indirectly controls, by way of an open-loop system, the afflux or supply of hydraulic fluid to a piston chamber of the hydraulic actuation of the torque converter lockup clutch WK. The greater the actuating current i_VWK, the greater is the pressure supplied to the piston chamber for engaging the torque converter lockup clutch WK. At a point in time T1, the actuating current i_VWK is raised to a value w1 and is held constant at this value w1 until a point in time T2. The pre-filling phase of the torque converter lockup clutch WK takes place between the points in time T1 and T2. At the point in time T2, the actuating current is reduced to a value w2 and is increased in a linear manner to a value w2E up to a point in time T3. The filling equalization phase takes place between the points in time T2 and T3. The interval between the points in time T2 and T3 is referred to as the filling equalization time WK_z. An increase in the actuating current i_VWK following the point in time T3 results in an increase in the torque transmission of the torque converter lockup clutch WK.

(9) FIG. 3 shows a time sequence of the control of the torque converter lockup clutch WK according to the first operating strategy. At the point time T1, the actuating current i_VWK is increased to a value w3 which is higher than the value w1. Therefore, the filling of the torque converter lockup clutch WK takes place with a higher pressure than is the case with the sequence according to the second operating strategy. As a result, in a sequence according to the first operating strategy, there is a higher hydraulic pressure gradient for filling the torque converter lockup clutch WK than is the case in a sequence according to the second operating strategy. Due to the filling now taking place more rapidly, the interval between the point in time T1 and a point in time T2 is reduced. At the point in time T2, the actuating current i_VWK is reduced to a value w4 and is increased in a linear manner to a value w4E up to a point in time T3. The filling equalization time WK_z, i.e., the interval between the points in time T2 and T3, is shorter in the sequence according to the first operating strategy than in the sequence according to the second operating strategy. An increase in the actuating current i_VWK following the point in time T3 results in an increase in the torque transmission of the torque converter lockup clutch WK.

(10) Modifications and variations can be made to the embodiments illustrated or described herein without departing from the scope and spirit of the invention as set forth in the appended claims.

REFERENCE CHARACTERS

(11) G transmission GW1 input shaft GW2 output shaft VM internal combustion engine EM electric machine K0 separating clutch AG differential gear DW driving wheel 3A starting component WK torque converter lockup clutch 3A_an input side 3A_ab output side 5 control unit HY hydraulic system i_VWK actuating current T1, T1 point in time T2, T2 point in time T3, T3 point in time WK_z filling equalization time w1 value w2 value w2e value w3 value w4 value w4e value