CN101443219B - 用于起动混合驱动装置中的内燃机的方法 - Google Patents

用于起动混合驱动装置中的内燃机的方法 Download PDF

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CN101443219B
CN101443219B CN2007800173456A CN200780017345A CN101443219B CN 101443219 B CN101443219 B CN 101443219B CN 2007800173456 A CN2007800173456 A CN 2007800173456A CN 200780017345 A CN200780017345 A CN 200780017345A CN 101443219 B CN101443219 B CN 101443219B
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transmission
combustion engine
electric driver
vehicles
speed
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CN101443219A (zh
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A·西尔
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Robert Bosch GmbH
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Abstract

本发明涉及一种用于起动混合驱动装置(12)的内燃机(14)的方法，其中该混合驱动装置(12)带有至少一个电驱动装置(20)。该电驱动装置(20)可经由第一离合器(16)而与内燃机(14)相联接以用于内燃机(14)的脉冲起动。在内燃机(14)的脉冲起动中出现的、该至少一个电驱动装置(20)的转速变化(34，46)通过车辆变速器中的速比的连续地进行的变化(42，44)而被补偿。

Description

用于起动混合驱动装置中的内燃机的方法
背景技术
从文件EP1173674B1中得知一种用于机动车辆的传动系。该传动系包括内燃发动机，其配备有电机，在起动内燃发动机时，该电机产生转矩。在该内燃发动机和变速器之间设置有离合器，由该内燃发动机产生的转矩经由该离合器而传输到至少一个车辆驱动轮上。设置有这样的装置，该装置在该内燃发动机起动时以如下方式操控该离合器，即，在该内燃发动机起动时由电机产生的转矩的第一部分传输到该至少一个车辆驱动轮上，而由电机产生的转矩中的足以起动该内燃发动机的第二部分则被传输到该内燃发动机。在对用于内燃发动机的驱动力矩和/或用于起动力矩和/或用于离合器力矩(该离合器力矩主要依赖于离合器接合行程)的、依赖于温度和/或转速的特性曲线族加以考虑的前提下，借助于控制装置而运行该离合器。
在当今所应用的车辆驱动装置、例如带有至少一个内燃机和至少一个其它电力驱动装置的混合驱动装置中，根据传动系的不同结构，该机动车辆可仅借助于该至少一个电力驱动装置而运动。在这种情况下，该至少一个电力驱动装置提供全部的驱动能量，与之相反，内燃机则保持关闭。在“电动行驶”运行模式下，可通过该至少一个电力驱动装置来起动该处于停工状态的内燃机。这可例如借助于脉冲起动来进行，其中，处于旋转状态的该至少一个电力驱动装置的回转脉冲被加以利用，以使处于停止状态的内燃机旋转。为实施该脉冲起动，首先将该至少一个电力驱动装置的转速提高。在此，为了不导致该至少一个电力驱动装置的转速提高，通常，布置在该至少一个电力驱动装置与车辆变速器之间的离合器会以力矩调控的方式运行，且在装备有混合驱动装置的机动车辆的这种运行阶段中，该离合器传输驾驶员需求力矩。进行了该至少一个电力驱动装置的转速提高之后，位于该至少一个电力驱动装置与内燃机之间的离合器闭合。在这种方式中不利的情况是，在滑转状态中运行的、位于车辆变速器与该至少一个电力驱动装置之间离合器不能够长时间地在这种滑转状态中运行，在一方面，该滑转状态对于连续的输出转速的保持而言是必须的，然而，在另一方面，该滑转状态会导致会该离合器的机械过载或过热。这就使得该离合器(该离合器在该至少一个电力驱动装置与装备有混合驱动装置的车辆的变速器之间)的长时间运行被排除在外。为了实施所描述的脉冲起动，首先需要进行混合驱动装置的该至少一个电力驱动装置处的转速提高，以至于整个起动过程变长，这是因为，该至少一个电驱动装置首先必须被加速，然后才能够完成通向内燃机的驱动连接，且同时，为了避免在输出处产生力矩突变，需要对该至少一个电力驱动装置的通向车辆变速器的离合器进行高成本的力矩调控。
发明内容
鉴于所指出的技术问题，本发明的目的在于，在装备有混合驱动装置的车辆的传动系中，在起动内燃机时避免驱动装置的转速扰动。
根据本发明，这一目的将通过以下方式而实现，即，在混合驱动装置的内燃机中的脉冲起动中，在至少一个电驱动装置的转速下降时，进行变速器换档过程，该变速器换档过程在内燃机的脉冲起动中对该至少一个电驱动装置的转速下降进行补偿。尤其地，通过变速器的连续地变化的变速比来补偿在内燃机的起动时出现的该至少一个电驱动装置的转速下降，以使得该至少一个电驱动装置的输出转速可保持不变并由此使得该带有混合驱动装置的机动车的牵引力保持不变。这种能够进行变速比的连续的变化的变速器例如为自动变速器或带式变速器(Umschlingungsgetriebe)。
利用根据本发明所推荐的方案，能够以有利的方式达到以下目的，即，该至少一个电驱动装置的转速可长时间地被提高，以便在有需要时立即起动该混合驱动装置的内燃机。此外，通过根据本发明所推荐的方案，可实现对这样一种离合器的舍弃，该离合器通常在混合驱动装置中设置在车辆变速器和至少一个电驱动装置之间。因此，这样一种要求——以力矩调控的方式来运行该离合器的要求——也不用考虑。(这样也就无需以力矩调控的方式来运行该离合器)最后，通过根据本发明所推荐的方案，可以达到以下一点，即，迄今为止所必需的、用以提高混合驱动装置的至少一个电驱动装置的转速的时间段可以被省去，因为该至少一个电驱动装置可长时间地在较高的转速上运行。在“电动行驶”模式期间，在内燃机的脉冲起动时，该车辆变速器、优选地为自动变速器或例如地为带有连续的速比的带式变速器，对该至少一个电力驱动装置的转速下降进行补偿并保持车轮转速不变，以使得带有混合驱动装置的机动车辆的牵引力的断续性被排除。
在混合驱动装置的内燃机的脉冲起动中，借助于车辆变速器的变速比的连续的变化来补偿该至少一个电驱动装置的转速下降，该转速下降是由于内燃机的曲轴的旋转而产生的。在混合驱动装置的内燃机的脉冲起动时，车辆变速器这样地从第一变速比连续地变换到第二变速比，例如在自动变速器的情况下从第二档位换入第一档位，其中，该第二变速比高于该第一变速比，因为，由于在脉冲起动中该至少一个电驱动装置的转速下降而使得车辆变速器的输入转速下降。变速比通过ωAntrieb/ωAbtrieb而给出。如果输出转速ωAbtrieb保持不变而驱动转速ωAntrieb下降——通过该至少一个电驱动装置基于内燃机的脉冲起动而引起——则变速比i下降。
附图
下面将根据附图更详细地描述本发明。
其中：
图1显示了车辆的混合驱动装置的部件，带有位于至少一个电驱动装置和内燃机之间的一个离合器和位于至少一个电力驱动装置和车辆变速器之间的另一个离合器，
图2显示了在起动阶段该待起动的内燃机的转速图表和该至少一个电力驱动装置的转速图表，这些图表以时间为自变量而画出，
图3显示了驾驶员力矩需求的变化过程，其以时间为自变量而画出，
图4显示了在该电驱动装置的所希望的较高的转速下，该至少一个电驱动装置的转速图表，而
图5显示了在车辆变速器中进行的变速比改变。
实施例
从根据图1的示意图中可看出混合驱动装置的部件，该混合驱动装置带有内燃机、至少一个电驱动装置、布置在它们之间的离合器、以及位于该至少一个电力驱动装置和车辆变速器之间的另一个离合器。
装备有混合驱动装置12的机动车的传动系10包括内燃机14。该内燃机14可借助于第一离合器16而联接到至少一个电力驱动装置20上，该电力驱动装置20是图1中所示混合驱动装置12的另一个部件。该至少一个电力驱动装置20的输出轴22可经由另一个离合器、即第二离合器24而与车辆变速器26相联接。在图1中所显示的、混合驱动装置12的实施例变体中，内燃机14可自“电动行驶”运行模式中被起动。这通常是借助于脉冲起动而进行的。在此，该至少一个电力驱动装置20的回转脉冲被用于使处于停止状态的内燃机14旋转并使其起动。然而，为此就必须提高该至少一个电驱动装置20的转速。为了在该至少一个电驱动装置20的转速提高时保持输出处的转速不会被提高，则，在图1中所示的结构中，该另一个离合器、即第二离合器24会运行在滑转状态中。在内燃机14的脉冲起动的情况下，在该起动过程中不利的情况是，该另一个离合器、即第二离合器24不能够长时间地运行在滑转状态中，因为，否则的话，该离合器会机械过载或过热。
从图2和图3中可以看出转速图表和/或力矩图表，其中，该至少一个电力驱动装置的转速和/或力矩分别在时间轴上被画出。
从根据图2的示意图中得知，该至少一个电力驱动装置20以初始转速ω0运行。在时间点t＝t0，根据驾驶员需求38，需要运行在“电动行驶”运行状态下的该至少一个电力驱动装置20的力矩提升，类似于图3中的驾驶员需求力矩38。自时间点t＝t0起，该至少一个电驱动装置20的转速根据图2中的示意图所示连续地上升，直至该至少一个电驱动装置20具有较高的转速ω1。
在某一时间点t＝t1，即，在该至少一个电驱动装置20的较高的转速ω1下，进行该另一个离合器、即第二离合器24的闭合，由此使得该至少一个电驱动装置20的转速出现下降34。同时，内燃机14内燃机通过该另一个力矩调控离合器24、即第二力矩调控离合器24而被加速到其转速ω2。该至少一个电驱动装置20的转速下降和该内燃机14的加速在离合阶段32之内进行，在该阶段之内，该另一个离合器、即第二离合器24运行在滑转状态中并产生大量的热负荷和机械负荷。
在时间点t＝t2，内燃机以其转速ω2运转。图1中所显示的混合驱动装置12的结构要求该另一个离合器，即第二离合器运行在滑转状态中，此外，待起动的内燃机14的脉冲起动会持续较长时间，因为首先必须将该至少一个电驱动装置20由其初始转速ω0加速到较高的转速ω1，然后才能够进行离合过程。为了避免传动系中的急冲并避免由此引起的对行驶舒适性的损害，对该另一个离合器，即第二离合器24(作为力矩调控离合器)而言，高成本的调控是必须的。
从图4可以看出根据本发明所推荐的传动系的结构。
与根据图1的示意图所不同的是，在图4所示的传动系中该另一个离合器、即第二离合器24被省略。图4中所示传动系的内燃机14经由其输出轴18而与一如既往地存在的第一离合器16相连接，该第一离合器16在其一侧与该至少一个电驱动装置20相联接。该至少一个电驱动装置20的输出轴22与车辆变速器26相连接。
从根据图5和图6的示意图中可以看出在脉冲起动时变速器速比在时间上的变化过程以及该至少一个电驱动装置的和该至少一个驱动轮的随时间变化的转速图表
根据图5和图6的示意图涉及图4中所示的传动系10。
根据图5和图6，在时间点t＝t0，触发该至少一个电驱动装置20的转速提高46。作为结果，该至少一个电驱动装置20的转速从ω0上升到ω1。同时，在第一过渡阶段42期间，在车辆变速器26的变速器速比中进行变速比的从变速比i2到变速比i1的变化，例如，从第二档位换低档到第一档位。除了图5中所示的、该至少一个电驱动装置20的、与图5中所示的转速提高46相应的、从转速ω0到较高的转速ω1的转速提高之外，该至少一个电驱动装置20也可以从一开始就以较高的转速ω1运行。在这种情况下，该车辆变速器26同样也以变速比i1运行。
在图5和图6中所画出的时间点t1和时间点t2之间，进行图4中示意性地显示出的内燃机14的脉冲起动，以至于引起根据图5所示的、该至少一个电驱动装置20的转速下降34。与该至少一个电驱动装置20的转速下降34相平行地，在第二过渡阶段44中进行车辆变速器26中的变速器速比的、从第一变速比i1到第二变速比i2的变化，以使得——如图5中所示那样——至少一个被驱动的车轮的车轮转速ωrad保持不变。
在根据图4中示意图的混合驱动装置12中，该车辆变速器26优选地设计成自动换档的变速器或设计成带式变速器(CVT变速器)由此可以确保，在内燃机14的脉冲起动期间，车辆的牵引力保持连续。根据本发明所推荐的、传动系10的实施例变型使得该至少一个电驱动装置20以较高的转速ω1运行成为可能，以使得该至少一个电驱动装置20的在时间段46之内所必需的“提升阶段”可以被省略。由此使得以下时间段有所缩短，在该时间段中混合驱动装置12的内燃机14可利用脉冲起动而被起动。如同从图5和图6中所得知的那样，为保持车轮转速ωrad不变，不仅在该至少一个电驱动装置20的、从初始转速ω0到较高的转速ω1的转速提高46中，以与之平行的方式进行变速器速比的从变速比i2到变速比i1的变化，而且相类似地、对从该至少一个电驱动装置20的较高转速ω1到其初始转速ω0的转速下降34的补偿而言同样适用，其中，在t1和t2之间的时间段内，在该第二过渡阶段44期间，进行该变速器速比的从变速比i1到较小的变速比i2的连续的变化。
如同从根据图4的示意图中所得知的那样，通过根据本发明所推荐的方案，可以省略在图1中所必须的另一个离合器、即第二离合器24以及该离合器24的费用高昂的力矩调控。利用根据本发明所推荐的方法，可以实现该至少一个电力驱动装置20的“拉升”，即实现其转速的提高，其中，车辆变速器26中的变速比连续地提高，变速比连续提高是通过换低档来实现的。另一方面，通过根据本发明所推荐的方法，在内燃机14的脉冲起动中(该内燃机14的脉冲起动与该至少一个电驱动装置20处的转速下降相关联)，可以使车辆变速器26的输出口转速ωabtrieb保持不变，因为变速比i＝ωAbtrieb/ωAntrieb下降，相应地，在车辆变速器26中进行换高档。

Claims (9)

1.一种用于起动车辆用混合驱动装置(12)的内燃机(14)的方法，所述混合驱动装置(12)带有至少一个电驱动装置(20)，所述至少一个电驱动装置(20)可经由第一离合器(16)与所述内燃机(14)相联接，以用于所述内燃机(14)的脉冲起动，其特征在于，在所述内燃机(14)的脉冲起动中所出现的、所述至少一个电驱动装置(20)的转速变化(34，46)通过连续地进行的、车辆变速器(26)中的速比的变化(42，44)而被补偿。
2.根据权利要求1所述的方法，其特征在于，在所述至少一个电驱动装置(20)的转速下降(34)期间，所述车辆变速器(26)的变速器速比i连续地减小。
3.根据权利要求1所述的方法，其特征在于，在所述内燃机(14)的脉冲起动期间，至少一个被驱动车轮的车轮转速ωrad保持不变。
4.根据权利要求1所述的方法，其特征在于，在所述至少一个电驱动装置(20)的转速提高(46)期间，在时间点t＝t0起，所述车辆变速器(26)中的变速比连续地增大。
5.根据权利要求2或4所述的方法，其特征在于，在所述至少一个电驱动装置(20)的转速下降(34)期间在所述车辆变速器(26)中换低档，或者，在所述至少一个电驱动装置(20)的转速上升(46)时在所述车辆变速器(26)中换高档。
6.根据权利要求2或4所述的方法，其特征在于，所述至少一个电驱动装置(20)的转速变化(34，46)的斜率与所述车辆变速器(26)中的变速器速比的变化(42，44)的斜率相对应。
7.根据权利要求2或4所述的方法，其特征在于，所述变速器速比的连续的变化在设计成自动变速器或设计成带式变速器(CVT)的车辆变速器(26)中进行。
8.根据权利要求2所述的方法，其特征在于，在运行在相对于初始转速ω0而言较高的转速ω1上的至少一个电驱动装置(20)中，所述内燃机(14)的脉冲起动可以缩短一个时间段，所缩短的时间段为所述至少一个电驱动装置(20)的从ω0到ω1的转速提高(46)所需的时间段。
9.一种车辆的传动系(10)，其带有混合驱动装置(12)并带有车辆变速器(26)，所述混合驱动装置(12)带有内燃机(14)和至少一个电驱动装置(20)，所述电驱动装置(20)可经由第一离合器(16)与所述内燃机(14)相联接，所述车辆变速器(26)驱动所述车辆的至少一个车轮，其中，所述内燃机(14)可借助于脉冲起动而起动，其特征在于，所述车辆变速器(26)为连续换档自动变速器或带式变速器(CVT)，并且在所述内燃机(14)的脉冲起动中所出现的、所述至少一个电驱动装置(20)的转速变化(34，46)通过连续地进行的、车辆变速器(26)中的速比的变化(42，44)而被补偿。
CN2007800173456A 2006-05-12 2007-04-03 用于起动混合驱动装置中的内燃机的方法 Expired - Fee Related CN101443219B (zh)

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DE102006022395A1 (de) 2007-11-15
WO2007131838A1 (de) 2007-11-22
KR101092710B1 (ko) 2011-12-09
EP2021220A1 (de) 2009-02-11
CN101443219A (zh) 2009-05-27
US20090308673A1 (en) 2009-12-17
KR20090007586A (ko) 2009-01-19
DE102006022395B4 (de) 2015-03-05

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