Vehicle stabilization for a hybrid vehicle in the event of brake slip of the drive wheels or increased risk thereof

Abstract

A method and system are provided for vehicle stabilization of a hybrid vehicle in an event of brake slip of the drive wheels or an increased risk thereof. The method presupposes that the hybrid vehicle includes, between the internal combustion engine and the electric motor, a clutch by which the torque of the internal combustion engine can be decoupled from the drive wheels. With the clutch engaged, the resulting torque on the electric motor is produced by the torque of the internal combustion engine and the torque of the electric motor. The presence of a specific vehicle condition indicative of brake slip of the drive wheels or a risk thereof is recognized. If such a vehicle condition is recognized, the clutch between the internal combustion engine and the electric motor is released and the torque of the electric motor is increased.

Claims

1. A method for vehicle stabilization of a hybrid vehicle when a braking torque of an internal combustion engine is present, the hybrid vehicle having said internal combustion engine and an electric motor as drive motors, and having a clutch, between the internal combustion engine and the electric motor, by which torque of the internal combustion engine is decoupleable from drive wheels of the hybrid vehicle, the method comprising the acts of: recognizing a vehicle condition indicative of brake slip of the drive wheels or an increased risk of the brake slip of the drive wheels of the hybrid vehicle; and in response to the vehicle condition being recognized, releasing the clutch between the internal combustion engine and the electric motor and increasing a negative torque of the electric motor in a direction of positive torque values, wherein the torque of the electric motor is negative: i) before the clutch between the internal combustion engine and the electric motor is released, and ii) before the torque of the electric motor is increased.

2. The method according to claim 1, wherein the vehicle condition comprises a braked condition of the hybrid vehicle by actuation of a service brake.

3. The method according to claim 1, wherein the act of increasing the negative torque of the electric motor is carried out such that an effective torque on the electric motor is set to a value of approximately zero.

4. The method according to claim 1, wherein the act of increasing the negative torque of the electric motor is carried out such that a positive driving torque is set on the electric motor.

5. The method according to claim 1, wherein the act of increasing the negative torque of the electric motor further comprises the acts of: increasing negative torque of the electric motor such that an effective torque on the electric motor is set to a first value; upon achieving the first value of the effective torque on the electric motor, determining whether a higher effective torque is required for driving stabilization; and in an event that the higher effective torque is required, setting the higher effective torque value on the electric motor.

6. The method according to claim 5, wherein the first value is a value of zero and the higher effective torque value is a positive driving torque on the electric motor.

7. The method according to claim 1, wherein the internal combustion engine of the hybrid vehicle is coupled via a drive shaft and the clutch to the electric motor, and the electric motor is connected in series with one end of its rotor shaft to the internal combustion engine via the clutch and the drive shaft.

8. A method of stabilizing a hybrid vehicle, the method comprising the acts of: generating a torque for drive wheels via an internal combustion engine and an electric motor of the hybrid vehicle, the internal combustion engine and the electric motor being connected in series such that a resulting torque at the electric motor results from a torque of the internal combustion engine and a torque of the electric motor; detecting brake slip of the drive wheels of the vehicle or a risk of brake slip; and upon detecting the brake slip or the risk of brake slip, releasing a clutch arranged between the internal combustion engine and the electric motor and increasing a negative torque of the electric motor in a direction of positive torque values, wherein the torque of the electric motor is negative: i) before the clutch between the internal combustion engine and the electric motor is released, and ii) before the torque of the electric motor is increased.

9. A system for vehicle stabilization of a hybrid vehicle, comprising: an internal combustion engine of the hybrid vehicle; an electric motor of the hybrid vehicle, the electric motor and the internal combustion engine being drive motors for the hybrid vehicle; a clutch arranged between the internal combustion engine and the electric motor by which torque of the internal combustion engine is decoupleable from drive wheels of the hybrid vehicle, wherein with the clutch engaged the torque on the electric motor results from the torque of the internal combustion engine and the torque of the electric motor; and a control unit operatively configured to detect a vehicle condition indicative of brake slip of the drive wheels or a risk of brake slip and, in response to detecting the vehicle condition, the control unit is operatively configured to release the clutch between the internal combustion engine and the electric motor and to increase a negative torque of the electric motor in a direction of positive torque values, wherein the torque of the electric motor is negative: i) before the clutch between the internal combustion engine and the electric motor is released, and ii) before the torque of the electric motor is increased.

10. The system according to claim 9, wherein the control unit comprises: a driving stabilization control unit; an engine control unit; and a transmission control unit; wherein the driving stabilization control unit is configured to detect the vehicle condition indicative of the brake slip of the drive wheels or the risk thereof and outputs to the engine control unit a request to release the clutch and a torque change of the electric motor upon detecting the vehicle condition, and the engine control unit is configured to make a request of the transmission control unit to release the clutch upon receiving the request to release the clutch from the driving stabilization control unit.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 is a schematic diagram of a drive train of a hybrid vehicle; and

(2) FIG. 2 is a flow chart of an embodiment of the method according to the invention for vehicle stabilization.

DETAILED DESCRIPTION OF THE DRAWINGS

(3) FIG. 1 shows an example of a drive train of a hybrid vehicle such as is described in DE 10 2005 024 359 A1 discussed above. The content of the disclosure concerning the drive train described in DE 10 2005 024 359 A1 is hereby incorporated by reference herein.

(4) The hybrid drive train illustrated in FIG. 1 includes an internal combustion engine 2, an electric motor 4 and a gear unit 8. The internal combustion engine 2 is connected to the first electric motor 4 by way of a drive shaft 12 and a disconnect-type clutch 14 disposed between the internal combustion engine 2 and the electric motor 4.

(5) The electric motor 4, with one end of its rotor shaft, is connected in series to the internal combustion engine 2 by way of the clutch 14 and the drive shaft of the internal combustion engine. The other end of the rotor shaft of the electric motor is connected to the gear unit 8.

(6) The electric motor 4, the gear unit 8 and the disconnect-type clutch 14 can be integrated in a common housing. The electric motor 4 is preferably designed in such a way that it can be operated both as a motor and also as a generator. At the transmission output the driving torque acts on the drive wheels R by means of a transmission output shaft AW, a differential D and drive shafts W.

(7) Furthermore, a second clutch 15 is optionally also provided, which is located in the drive train between the electric motor 4 and the gear unit 8. The second clutch 15 serves as a start-up element as well as for breaking the frictional connection between the drive motors 2, 4 and the gear unit 8.

(8) With the clutch 14 engaged, the torque of the internal combustion engine and the torque of the electric motor 4 are superimposed on the electric motor, so that the effective torque on the electric motor results from the torque of the internal combustion engine and the torque of the electric motor.

(9) In the embodiment, a control unit DSC (dynamic stability control) for vehicle stabilization, a common control unit DME (digital motor electronics) for controlling the internal combustion engine 2 and the electric motor 4, and a control unit EGS (electronic transmission control) for the transmission control 21 are provided.

(10) The control unit DSC comprises a traction control system and a brake management for maintaining the vehicle stability. For this purpose, the control unit DSC controls a hydraulic brake system 16 by which the drive wheels R can be braked as required.

(11) The control units are connected to one another by way of a common bus, for example a CAN or LIN bus. The control units may be appropriately programmed units that work together in the manner illustrated in FIG. 2 for vehicle stabilization in the braked condition.

(12) At the start (see reference numeral 100) of the method, the clutches 14 and 15 are engaged.

(13) In step 110, the presence of a braked vehicle condition with a certain brake slip of the drive wheels is recognized by the control unit DSC. In the braked vehicle condition there is generally a braking torque, for example a drag torque (i.e. a driving torque with a negative sign) of the internal combustion engine 2 and a braking torque (for example a drag torque or a recovery torque) of the electric motor 4. In the braked condition the service brake of the vehicle is actuated, for example by the driver or by a driver assistance system.

(14) The presence of this condition is, for example, recognized if the service brake is actuated by actuation of the brake pedal or by a driver assistance system (for example an adaptive speed control) and there is a wheel slip for the drive wheels which is above a predetermined threshold value. Moreover, further preconditions for recognition of the vehicle condition may be necessary, for example the presence of friction coefficients with low friction between the drive wheels R and the road surface.

(15) For example, when the vehicle is braked by the driver, when a substantial wheel slip for the drive wheels is present and when friction coefficients with low friction are present, a specific vehicle condition flag is set, wherein when the vehicle condition flag is set the measures described below are carried out.

(16) In step 120, in response to the recognized vehicle condition in the control unit DME, the control unit DSC requests a countermeasure, namely release of the clutch 14 between the internal combustion engine 2 and the electric motor 4 as well as setting of a zero torque on the electric motor 4. The control unit DSC can request the control unit DME either to set the effective torque M on the electric motor 4 on the drive side of the clutch 15 to zero, orin an alternative embodimentto set the torque M on the output side of the clutch 15 to zero, so that in this case with the clutch 15 engaged the torque M on the electric motor 4 on the drive side of the clutch 15 is set to approximately zero.

(17) The internal combustion engine 2 preferably remains on after the clutch 14 is released. With the clutch 14 released, the effective torque M on the electric motor 4, i.e. on the rotor of the electric motor 4, corresponds to the torque of the electric motor. When the torque M on the electric motor 4 is set to the value zero, the previously negative motor torque of the electric motor is increased by the control unit DME approximately to the value zero.

(18) The release of the clutch 14 preferably takes place with the involvement of the control unit DME in such a way that the control unit DSC requests this from the control unit DME, wherein in this case the control unit DME then requests the control unit EGS to release the clutch 14. Alternatively it would also be contemplated for the control unit DSC to instruct the control unit EGS directly to release the clutch 14.

(19) In addition to release of the clutch and setting a zero torque on the electric motor 4, the control unit DSC can also activate the brake system 16 in such a way that the brake pressure of the brakes on the drive wheels R is reduced, so that the brake slip is reduced.

(20) After the release of the clutch 14, setting of a zero torque on the electric motor 4 and optionally reduction of the brake pressure, a check is performed as to whether a positive driving torque is required on the electric motor (see step 130). Thus, if required, the zero torque is increased to a positive torque on the electric motor 4 (see step 140), otherwise the process ends (see reference numeral 150). Such a requirement exists for example if, in spite of release of the clutch and setting of a zero torque as well as reduction of the brake pressure of the brakes of the drive wheels R, an additional wheel stabilization is necessary. By means of a positive driving torque on the electric motor 4 the additional wheel stabilization can be achieved in a similar manner to that of a conventional regulation of the engine drag torque. The requirement for this can be recognized, for example, by evaluation of the wheel speed behavior of the drive wheels R. For this purpose, inter alia, a consideration of the wheel slip as well as the re-acceleration behavior of the wheels R takes place. By comparison with target values and evaluation of the time response it is possible to ascertain the need for a stabilizing intervention.

(21) It may be provided that a check is performed as to whether the electric motor 4 can set a sufficiently high torque, and for the case where this is not possible the steps 120 to 140 are not carried out and in this case the function of a conventional regulation of the engine drag torque with engaged clutch 14 is employed.

(22) The foregoing disclosure has been set forth merely to illustrate the invention and is not intended to be limiting. Since modifications of the disclosed embodiments incorporating the spirit and substance of the invention may occur to persons skilled in the art, the invention should be construed to include everything within the scope of the appended claims and equivalents thereof.