Referring now to the figures of the drawing in detail in which corresponding and functionally equivalent elements are identified with the same reference characters throughout, and first to
When the combustion engine CE is in pure combustion mode, air is sucked out of the intake manifold IM during the respective intake stroke of the respective cylinder CY through the open air-inlet valve thereof into its interior, such that a continuous reduced air pressure or a vacuum is provided in the intake manifold IM. The air feed into the intake manifold IM is regulated by a throttle valve TH in the intake area of the inlet aperture of the intake manifold IM. The position of the throttle valve TH is controlled by a control device ES, which is indicated in
The intake manifold IM is connected via a vacuum line VL to the vacuum chamber VC of a brake booster BB of a hydraulic/mechanical brake system BS. A vacuum reservoir VR is additionally inserted into this vacuum line VL and assigned to the vacuum chamber VC of the brake booster BB as an upstream supplementary component. During the pure combustion mode of the hybrid vehicle HB, a gate/stop valve VE1 in the vacuum line VL upstream of the additional vacuum reservoir VR is opened such that the vacuum reservoir VR and the vacuum chamber VC of the brake booster BB are continuously through-connected to the interior of the intake manifold IM. Alternatively, the valve VE1 can also sit directly at the inlet to the additional vacuum reservoir VR. The opening of the valve VE1 can be carried out with the aid of the control device ES via a control line or a bus system L11. In this way, adequate reduced pressure for a desired boost of braking power can constantly be provided in the vacuum chamber VC of the brake booster BB during the pure combustion mode of the combustion engine CE. If the brake pedal BP on the brake booster BB is actuated, then by virtue of the reduced pressure in the vacuum chamber VC, the piston rod KS of the brake booster BB, to which the brake pedal BP is attached externally, can be displaced toward the hydraulic conversion part HD of the brake booster BB. Here, as a result of the suction effect of the reduced pressure in the vacuum chamber VC on a main braking cylinder BZ on the end of the piston rod KS facing away from the brake pedal BP an additional force is exerted in addition to the mechanical foot-pedal force and transferred to the hydraulic part HD of the brake booster BB. The hydraulic part HD is connected via one or more associated brake lines BL to mechanical brake components BR, in particular drum or disk brakes, on the wheels of the hybrid vehicle HB. For the sake of clarity in the drawings, these mechanical brake components BR are indicated in
Selection of the various drive modes of the hybrid vehicle HB is performed by the control device ES. In particular, it allows activation/deactivation and control of the torque of the combustion engine CE as well as of the first electric motor ISG as drive units. This open-loop or closed-loop control by the control device ES in respect of the combustion engine CE is indicated in
To start the combustion process of the combustion engine CE, in
As soon as the combustion mode of the combustion engine CE is stopped or is otherwise inactive, the valve VE1 in the vacuum line VL upstream of the additional vacuum reservoir VR is closed, i.e. blocked. With the aid of the vacuum stored in the additional vacuum reservoir VR the vacuum chamber VC can then be supplied with an adequate reduced pressure for single or multiple actuation of the brake pedal BP. With the aid of a measuring unit SE1, in particular a pressure sensor, the reduced pressure IMP or a parameter representative hereof is measured in the additional vacuum reservoir VR and transmitted via a measuring line L8 to the control device ES for evaluation.
If the control device ES now switches for example from pure combustion mode to pure electric drive mode of the hybrid vehicle, i.e. it deactivates the combustion process of the combustion engine CE and activates the electric motor ISG for driving the powertrain PT, and if the control device ES registers that the measurement signals MS of the pressure sensor SE1, which signals it receives via the measuring line L8, indicate during or after single or multiple actuation of the brake pedal BP a reduced pressure in the additional vacuum reservoir VR, which reduced pressure drops to a predetermined lower limit or falls below said lower limit, then it activates the second electric motor RSG in order to set the crankshaft CS of the combustion engine CE into rotation and in order to generate a vacuum in the intake manifold IM. As soon as an adequate reduced pressure is available in the intake manifold IM, the control device ES causes the valve VE1 in the vacuum line VL to be opened so that the additional vacuum reservoir VR is connected through to the intake manifold IM. This makes it possible for the additional vacuum reservoir VR to be subjected to reduced pressure via the vacuum line VL of the intake manifold IM, in that when, during or after single or multiple actuation of the brake pedal BP, the reduced pressure in the vacuum reservoir VR drops to a predetermined lower limit or falls below said lower limit, when combustion mode is deactivated in pure electric drive mode of the hybrid vehicle, the crankshaft CS is rotated by means of at least one electric motor and in the process, a vacuum is generated in the intake manifold IM by the intake strokes of the cylinders CY. If it is established in the control device ES by means of the measurement signals MS recorded by the measuring unit SE1 that the reduced pressure in the additional vacuum reservoir VR again exceeds the predetermined lower limit by a specifiable factor, a control signal SS to close the valve VE1 is transmitted from the control device ES via the control line L11 to the valve VE1. An adequate reduced-pressure volume is then again available as a reserve in the vacuum reservoir VR for the renewed single or multiple actuation of the brake pedal BP of the brake booster BB. After this regeneration of an adequate reduced pressure in the additional vacuum reservoir VR, the second electric motor RSG is again stopped by the control device ES, i.e. the driving of the crankshaft CS is discontinued by the second electric motor RSG. Only when, with combustion mode deactivated in pure electric drive mode of the hybrid vehicle HB, the reduced pressure in the additional vacuum reservoir VR in turn reaches, during or after single or multiple actuation of the brake pedal BP of the brake booster BP, the predetermined lower limit or falls below said lower limit is the second electric motor RSG restarted to drive the crankshaft CS again, the valve VE1 in the vacuum line VL re-opened and consequently the vacuum reservoir VR subjected in turn to an adequate reduced pressure. Expressed in general terms, the combustion engine CE thus functions if required as a type of vacuum pump for the additional vacuum reservoir VR, in that, when combustion mode is deactivated, its crankshaft is subjected to a torque by an additional electric machine.
If braking is carried out in pure electric drive mode, then the first electric motor ISG is operated as a generator, resulting in a braking effect on the rotating powertrain PT. At the same time, electric power is stored recuperatively in the energy storage device BAT, in particular a battery. If the braking action produced by this recuperative braking process in the generator-operating mode of the first electric motor is not sufficient for the desired overall braking action of the hybrid vehicle HB, then the mechanical/hydraulic brake system BS sets in with its hydraulic/mechanical braking action on the powertrain PT. For this purpose, an adequate reduced pressure is initially available as a reserve in the vacuum chamber VC and in the vacuum reservoir VR for the single or multiple actuation of the brake pedal BP, so as to be able to provide trouble-free boosting of the braking power of the brake booster BB. In this braking phase, the valve VE1 in the vacuum line VL is closed. Only when it is established by means of the sensor SE1 in the control device ES that the reduced pressure in the vacuum reservoir VR has reached a critical lower limit or has even fallen below said lower limit, does the control device ES activate the second electric motor RSG for temporarily driving the crankshaft CS of the combustion engine CE and then open the valve VE1 in order to through-connect the intake manifold IM to the vacuum reservoir VR to apply a vacuum. The electrical energy for operating the second electric motor RSG is in this case preferably taken directly from the first electric motor ISG immediately because, as a generator, this first electric motor converts the rotational energy of the powertrain into electrical energy and thereby brakes the powertrain PT. For temporarily driving the crankshaft while driving the powertrain purely electromotively, the second electric motor can thus use portions of the electrical energy which is generated by the first electric motor ISG through its generator operation. This direct tapping of energy to a large extent advantageously avoids electrical energy losses. Alternatively, the second electric motor RSG can possibly take its electrical energy from an energy storage device such as e.g. BAT, in which electrical energy has been stored recuperatively during preceding regenerative braking processes and/or during the current regenerative braking process of the first electric motor ISG.
In this way, sufficient electrical energy is then available during the period in which the electric motor acts in a brake-like fashion for the powertrain as a generator and generates electrical energy recuperatively for driving the electric motor for auxiliary driving of the crankshaft of the combustion engine in an energy-efficient manner, if the reduced pressure in the additional vacuum reservoir of the brake booster exceeds an upper limit, i.e. the reduced pressure becomes too low there. This consequently makes it possible to maintain the functioning of the hydraulic/mechanical brake booster in pure electric drive mode of the hybrid vehicle to a large extent free of energy losses.
In the brake system BS shown in
Alternatively, it may optionally be useful to omit the second electric motor RSG for driving the crankshaft CS of the combustion engine CE and to apply a torque to the crankshaft CS with the aid of the first electric motor ISG, which serves in electrically driving the drive shaft of the powertrain PT, only when the reduced pressure in the vacuum reservoir drops to a predetermined reduced-pressure limit or falls below said lower limit. To this end, the clutch CL is usefully closed and coupled to the crankshaft CS during the period in which it is in generator-operating mode and the combustion engine CE is operated as a reduced-pressure pump for the additional vacuum reservoir VR, after the reduced pressure in the vacuum reservoir has dropped to the predetermined reduced-pressure limit or has fallen below said limit. Through the closing of the clutch CL, the combustion engine CE is now pulled up by the first electric motor ISG, in particular the integrated starter generator, to the driving torque thereof, whereby its activated motor drag torque additionally assists the braking. It may optionally be useful here to close the coupling smoothly in order largely to avoid unwanted load shocks produced by the coupling of the combustion engine CE to the powertrain.
Expressed in general terms, it is thus possible to couple one and the same electric motor which serves to apply torque to the powertrain PT in pure electric drive mode to the crankshaft CS of the combustion engine CE during regenerative braking when the braking action produced through the generator operation of this electric motor or the maximum power which can be output by the energy storage device BAT is not sufficient for a desired overall braking action and the existing hydraulic/mechanical brake system BS is therefore additionally actuated and in the process, through single or multiple pressing of the brake pedal BP, the vacuum in the vacuum chamber VC and in the associated additional vacuum reservoir VR reaches the predetermined lower limit or falls below said lower limit.
Furthermore, the combustion engine can, in accordance with the control principles indicated previously, be operated as a reduced-pressure pump for the brake booster of the hydraulic/mechanical brake system, optionally also in other drive modes or in other drive constellations or other power-train topologies, to provide a sufficient application of reduced pressure if the combustion process of the combustion engine itself is stopped or deactivated. The drive and brake concept described in relation to the variants in
In the exemplary embodiment shown here in
During the time span 1 from time t0 to time t1 the combustion engine CE exclusively, i.e. alone is running in pure combustion mode MCE. As a result, a reduced pressure or vacuum is generated continuously in the intake manifold IM. During this pure combustion mode MCE, the valve VE1 in the vacuum line VL is opened so that the additional vacuum reservoir VR and the vacuum chamber VC of the brake booster BB can be subjected to a reduced pressure such that the hydraulic/mechanical brake system is constantly ready to function, i.e. a desired boosting of braking power is permanently or constantly available upon actuation of the brake pedal. During this combustion mode, the suction of air from the intake manifold IM by the cylinders CY of the combustion engine CE is accompanied by a relatively low pressure PR1, preferably of 0 hPa, in the vacuum reservoir VR.
After this combustion mode MCE, the control device ES switches the type of drive of the hybrid motor vehicle HB to the pure electric drive mode for a time span or period 2. During this time span 2 between the times t1 and t2, the first electric motor ISG alone is operated in a motorized manner. Its torque alone is available for applying torque to the powertrain PT. This drive mode is designated MISGm in
Starting from time t2, the driver of the hybrid vehicle HB now steps during its pure electric drive mode for the first time on the brake pedal BP and brings said brake pedal to brake-pedal position S1, which lies below a threshold value LBR. The first electric motor ISG switches over as a result to its generator-operating mode during which it acts as an electric brake. As long as the position PT of the brake pedal BP (here with PT=S1) lies below the threshold LBR, recuperative braking is carried out only with the aid of the first electric motor ISG and electrical energy is advantageously loaded into the energy storage device BAT. A certain braking-power effect, i.e. a certain counter-torque to the drive torque of the powertrain PT, is assigned to the position S1 of the brake pedal BP. In the exemplary embodiment shown here in
As of time t3, the brake pedal BP is, in continuation of this first braking process, depressed further such that the position PT=S2 of more than 50% of the total pedal displacement possible is reached and the threshold LBR is exceeded. As of the time as of which the threshold LBR is exceeded by the brake pedal displacement PT covered, the hydraulic/mechanical brake system BS is additionally activated and actuated by the control device ES. In other words, the braking action of the hydraulic/mechanical brake system BS, in addition to the electric braking action of the regeneratively operated first electric machine ISG, sets in at time t3 until time t4, as of which the brake pedal BP is fully let go or released. The brake mode for actuation of the hydraulic/mechanical brake system BS is designated MBS in
During the time span t4 to t5, the powertrain PT is in turn subjected to a drive torque by the electric motor ISG. This time span is labeled with the numeral 5. The brake pedal BP is fully released here, i.e. no braking is taking place.
At time t5, a new, second braking process is initiated. Here, the brake pedal BP is brought to a position BT=S3 which lies higher than the brake pedal position BT=S2. In other words, the brake pedal BP is thus now more heavily depressed toward its end position S4. In the process, the threshold LBR, which fixes the dividing line between pure electric braking and the combination of simultaneous activation of electric braking and hydraulic/mechanical braking, is exceeded. Braking is thus effected both by means of the regeneratively operated electric motor ISG during the time span 61 and simultaneously by means of the hydraulic/mechanical brake system BS during the temporally parallel time span 62. By this means, the reduced pressure in the additional vacuum reservoir VR weakens further. Viewed conversely, the air pressure PR in the vacuum reservoir VR increases to a value PR3 which is higher than the pressure value PR2 from the preceding first braking process.
After this second braking process, the brake pedal BP is in turn fully released during the time span 7 between times t6 and t7 and, is driven further through electric driving of the powertrain PT with the aid of the electric motor ISG.
At time t7, a third braking process is triggered in which the brake pedal is once again depressed beyond the threshold value LBR, as a result of which a combination or summation of electric braking through generator operation MISGg and through hydraulic/mechanical braking MBS of the brake system BS is triggered. Activation of the generator-operating mode is labeled 81 in
If the control device ES now establishes with the aid of the measurement signals MS of the measuring unit SE1 at the vacuum reservoir VR that the reduced pressure reaches the lower limit LIM or falls below said lower limit, then it activates at time tE the second electric motor RSG to drive the crankshaft CS of the combustion engine CE. Through the accompanying rotation of the combustion engine, air is sucked from the intake manifold IM and a reduced pressure consequently set up there. Simultaneously, the control device ES causes by means of at least one control signal SS via the control line L 1I the valve VE1 to be opened in the vacuum line VL upstream of the vacuum reservoir VR. The vacuum reservoir VR can by this means again be subjected to an adequate reduced pressure. The reduced pressure IMP is consequently again increased in the vacuum reservoir VR. This is illustrated in
This corrective, i.e. auxiliary driving of the crankshaft CS with the aid of at least one electric machine makes it possible even during the pure electric drive mode of the hybrid vehicle to ensure to a large extent that a reduced pressure IMP above a lower limit LIM is provided in the vacuum reservoir VR, as is required for an adequate boosting of braking power by the brake booster BB.
Viewed in summary, at least one electric machine is thus provided in the powertrain in hybrid vehicles with the facility for operating electrically. In particular, the presence of at least one first and at least one second electric machine is advantageous. A second such electric machine may for example be formed by an electric motor for starting the internal combustion engine (starter). If the internal combustion engine is now deactivated, as for example in electric drive mode, the crankshaft of the internal combustion engine can be rotated with the aid of the second electric machine, but without fuel injection. In this way, with the throttle valve largely closed, a reduced pressure is generated in the intake manifold, which pressure is required in the brake system for an adequate boosting of braking power. The internal combustion engine is consequently not started, i.e. no thermal combustion process is initiated.
Alternatively, this facility for generating reduced pressure is optionally also possible with only one single electric machine. The electric machine in the drive then provides a drive torque both for the crankshaft of the internal combustion engine and for the powertrain. Through the closing of the clutch CL, the combustion engine CE is now pulled up by the first electric motor ISG, in particular the integrated starter generator, to the drive torque thereof, whereby its activated motor drag torque additionally assists the braking, since it counters the drive torque of the first electric motor ISG.
It is particularly advantageous that existing components of the hybrid vehicle will suffice for generating an adequate reduced pressure and thus for fault-free operation of the brake booster even when the combustion engine is deactivated. In this way, it is not necessary to provide additional components for supporting the braking power such as, for example, an electric vacuum pump or an active brake booster with its own assigned vacuum pump, rather the existing components of the hybrid motor vehicle which are present in any case will suffice for maintaining an adequately high reduced pressure for the brake booster, if the combustion mode of the combustion engine is stopped. For example, in the case of the so-called parallel hybrid drive concept for a motor vehicle, an electric motor, in particular a belt-driven starter generator, is used for starting its combustion engine or for generating power. An additional electric motor, in particular a so-called integrated starter generator, serves for generating power, for boosting—i.e. supporting the combustion engine in drive mode—, and/or for pure electric driving and for compensating irregular running of the combustion engine as a result of individual cylinder pressure peaks. The belt-driven starter generator can then if required advantageously be used as an electric machine for the auxiliary driving of the combustion engine to generate reduced pressure when combustion mode is deactivated.
In the exemplary embodiment shown in
In a modification to the exemplary embodiment shown in
Alternatively, it may optionally suffice to omit the measuring unit SE1 completely and to determine the internal pressure in the vacuum reservoir through auxiliary parameters. Thus, for example, a representative measure of the internal pressure IMP can be derived by determining during pure electric drive mode how often the brake booster has already been put into service. As an alternative to this, information about the current internal pressure in the vacuum reservoir can be derived from how often the brake pedal has already exceeded the threshold value LBR during pure electric drive mode. Furthermore, the current internal pressure in the vacuum reservoir can be estimated by evaluating the current mechanical brake-pedal position, the vehicle speed, the gear selection, vehicle mass and inclination of the roadway. The inclination of the roadway can advantageously be determined either with an inclination angle sensor or via a navigation system with position-determining function.
Furthermore, the respective additional vacuum reservoir can optionally also be an integral part of the brake booster. In this way, the vacuum chamber thereof can in particular also be upgraded to a vacuum reservoir which can accommodate sufficient reduced pressure for one or more braking processes during the pure electric drive mode. In addition, two or more vacuum reservoirs can also be provided for the brake booster.
Number | Date | Country | Kind |
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10 2006 027 387.7 | Jun 2006 | DE | national |