# US 12,179,740 B2 · Method and control unit for operating a hybrid vehicle

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- Number: US 12,179,740 B2
- Document ID: US12179740B2
- Status: Granted
- Kind: B2
- Application number: 17/527,696
- Filed: 2021-11-16
- Published: 2022-05-19
- Granted: 2024-12-31
- Earliest claimed: 2020-11-17
- Assignees: ZF Friedrichshafen AG
- Applicants: ZF Friedrichshafen AG
- Inventors: Johannes Kemler; Frank Deprez
- Web page: https://patentgrep.com/patent/US12179740B2

## CPC

- B60K 6/387: Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
- B60W 20/30: Control strategies involving selection of transmission gear ratio {(control of change speed gearings, together with other vehicle sub-units B60W10/10; HEV transmission gearing B60K6/36; gearings and control thereof F16H)}
- B60K 6/48: Parallel type
- B60W 10/02: including control of driveline clutches
- B60W 10/06: including control of combustion engines
- B60W 10/08: including control of electric propulsion units, e.g. motors or generators
- B60W 10/11: Stepped gearings
- B60W 20/20: Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
- B60W 20/40: Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers {(power-up or power-down of the driveline B60W30/192)}
- B60W 30/19: Improvement of gear change, e.g. by synchronisation or smoothing gear shift
- B60K 2006/4825: {Electric machine connected or connectable to gearbox input shaft}
- B60W 2510/0638: Engine speed
- B60W 2510/1015: Input shaft speed, e.g. turbine speed
- B60W 2510/104: Output speed
- B60W 2520/10: Longitudinal speed
- B60W 2710/021: Clutch engagement state
- B60W 2710/1005: Transmission ratio engaged
- Y02T 10/62: Hybrid vehicles
- B60K: ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION

## Abstract

A method for operating a hybrid vehicle includes, depending on a presence of a control-side demand to engage a separating clutch (4), implementing an engagement process of the separating clutch (4) during driving under purely electric motor power and, depending on the presence of a control-side demand to implement an upshift in a transmission (5), implementing a gear ratio change from a current gear of the upshift into a target gear of the upshift. In response to the control-side demand to engage the separating clutch (4) and the control-side demand to implement the upshift, the method includes checking whether the upshift is necessary in order to prevent a vehicle-side rotational speed from reaching or exceeding a rotational speed limit value. When the upshift is necessary in order to prevent the vehicle-side rotational speed from reaching or exceeding the rotational speed limit value, the implementation of the upshift in the transmission is prioritized over the implementation of the engagement process of the separating clutch.

## Claims

### Claim 1

A method for operating a hybrid vehicle that includes an electric machine (3) as a first prime mover, an internal combustion engine (2) as a second prime mover, a separating clutch (4) connected between the internal combustion engine (2) and the electric machine (3), and a transmission (5) connected between the electric machine (3) and a driven end (6), the method comprising:
in response to a control-side demand to engage the separating clutch (4), implementing an engagement process of the separating clutch (4) during driving under purely electric motor power;
in response to a control-side demand to implement an upshift in the transmission (5), implementing a gear ratio change from a current gear of the upshift into a target gear of the upshift;
in response to the control-side demand to engage the separating clutch (4) and the control-side demand to implement the upshift, checking whether the demanded upshift is necessary in order to prevent a vehicle-side rotational speed from reaching or exceeding a rotational speed limit value;
when the demanded upshift is necessary in order to prevent the vehicle-side rotational speed from reaching or exceeding the rotational speed limit value, prioritizing implementing the upshift in the transmission (5) over implementing the engagement process of the separating clutch (4); and
when the demanded engagement process of the separating clutch (4) has already been initiated and the control-side demand for the upshift is present, checking whether a difference between a synchronous speed of the current gear of the demanded upshift and a current rotational speed of the internal combustion engine (2) is greater than or less than a limit value.

### Claim 2 (depends on 1)

The method of claim 1, further comprising, depending on whether the difference between the synchronous speed of the current gear of the demanded upshift and the current rotational speed of the internal combustion engine (2) is greater than or less than the limit value, adjusting the implementation of the engagement process of the separating clutch (4) and the implementation of the upshift in the transmission (5).

### Claim 3 (depends on 1)

The method of claim 1, further comprising, when the difference between the synchronous speed of the current gear and the current rotational speed of the internal combustion engine is greater than the limit value:
aborting the engagement process of the separating clutch (4) as well as triggering and implementing the upshift in the transmission (5); and
after the upshift in the transmission (5), triggering and implementing the engagement process of the separating clutch (4).

### Claim 4 (depends on 1)

The method of claim 1, further comprising, when the difference between the synchronous speed of the current gear and the current rotational speed of the internal combustion engine (2) is less than the limit value;
continuing the engagement process of the separating clutch (4); and
in parallel to the engagement process of the separating clutch (4), triggering and implementing the upshift in the transmission (5).

### Claim 5 (depends on 4)

The method of claim 4, wherein continuing the engagement process of the separating clutch (4) comprises adapting parameters of the engagement process of the separating clutch (4) in order to accelerate the engagement process of the separating clutch (4).

### Claim 6 (depends on 5)

The method of claim 5, wherein the parameters of the engagement process comprise a pressure control of the separating clutch (4).

### Claim 7 (depends on 1)

The method of claim 1, further comprising:
when the engagement process of the separating clutch (4) is demanded, ascertaining a trigger point at which a demanded upshift must be triggered at the latest in order to prevent the vehicle-side rotational speed from reaching or exceeding the rotational speed limit value;
ascertaining, as a first period of time between the demand for the engagement process of the separating clutch (4) and the ascertained trigger point of the upshift;
checking whether the first period of time is shorter than a second period of time required in order to engage the separating clutch (4) to such an extent that the upshift is triggerable; and
depending on whether the first period of time is shorter than the second period of time, adjusting the implementation of the engagement process of the separating clutch (4) and the implementation of the upshift in the transmission (5).

### Claim 8 (depends on 7)

The method of claim 7, wherein, when the first period of time is shorter than the second period of time, immediately triggering and implementing the upshift as well as implementing the engagement process of the separating clutch (4) into the target gear of the upshift.

### Claim 9 (depends on 1)

A control unit configured for implementing the method of claim 1.

### Claim 10

A control unit for operating a hybrid vehicle that includes an electric machine (3) as a first prime mover, an internal combustion engine (2) as a second prime mover, a separating clutch (4) connected between the internal combustion engine (2) and the electric machine (3), and a transmission (5) connected between the electric machine (3) and a driven end (6), the control unit configured for:
in response to a control-side demand to engage the separating clutch (4), implementing an engagement process of the separating clutch (4) during driving under purely electric motor power;
in response to the control-side demand to engage the separating clutch (4) and a control-side demand to implement an upshift, checking whether the demanded upshift is necessary in order to prevent a vehicle-side rotational speed from reaching or exceeding a rotational speed limit value;
when the demanded upshift is necessary in order to prevent the vehicle-side rotational speed from reaching or exceeding the rotational speed limit value, prioritizing implementing the upshift in the transmission (5) over engaging the separating clutch (4); and
when the demanded engagement process of the separating clutch (4) has already been initiated and the control-side demand for the upshift is present, checking whether a difference between a synchronous speed of the current gear of the demanded upshift and a current rotational speed of the internal combustion engine (2) is greater than or less than a limit value.