CN101522496B - 用于控制混合驱动装置的方法 - Google Patents

用于控制混合驱动装置的方法 Download PDF

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CN101522496B
CN101522496B CN2007800379444A CN200780037944A CN101522496B CN 101522496 B CN101522496 B CN 101522496B CN 2007800379444 A CN2007800379444 A CN 2007800379444A CN 200780037944 A CN200780037944 A CN 200780037944A CN 101522496 B CN101522496 B CN 101522496B
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combustion engine
moment
motor
hybrid drive
clutch
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CN101522496A (zh
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R·申克
O·凯弗
T·朱恩曼
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Robert Bosch GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0052—Filtering, filters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0241—Clutch slip, i.e. difference between input and output speeds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/025—Clutch slip, i.e. difference between input and output speeds
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Transmission Device (AREA)

Abstract

本发明涉及一种用于控制汽车(100)的包括至少一台内燃机(2)和至少一台电机(4)的混合驱动装置(1)的方法，该混合驱动装置(1)具有布置在所述电机(4)和所述汽车(100)的传动系(6)之间的第一离合器和布置在所述电机(4)和所述内燃机(2)之间的第二离合器(3)。该方法的特征在于，为起动所述内燃机(2)通过所述处于运行中的电机(4)向所述第二离合器(3)加载能够预先确定的接合力矩，对所述内燃机(2)的转速(NV)进行监控，并且如果所述内燃机(2)的转速(NV)在能够预先确定的时间间隔内低于能够预先确定的阈值，那就将所述接合力矩增加到更高的数值。

Description

用于控制混合驱动装置的方法
技术领域
本发明涉及一种用于控制汽车的混合驱动装置的方法。
背景技术
所述类型的混合驱动装置包括至少一台内燃机、至少一台电机和至少各一个布置在所述内燃机和电机之间的以及在所述电机和汽车的连接着的传动系之间的离合器。在汽车领域中既有的关于能耗优化、降低排放及改进主观的驾驶感受方面的驱动方案的进一步研发的范围内，混合驱动装置越来越重要。这些混合驱动装置除了内燃机之外还拥有至少一个另外的驱动源，该驱动源不是用化石的燃料来运行。通过合适的运行策略，能够最佳地利用不同的驱动源的优点并且对缺点进行补偿。内燃机与作为替代方案的驱动源的电机的组合，在此在汽车领域内是主导的变型方案。一系列不同的混合驱动汽车早已作为批量或接近批量的设计来实施。所有的混合驱动汽车的共同点是，它们相对于常规的用内燃机驱动的汽车消耗更少的燃料。燃料消耗的节省应该归因于在制动时能量回收的混合驱动装置所特有的方案以及归因于起动-停止-功能的实现。混合驱动装置分为并联式混合驱动装置、串联式混合驱动装置和混联式混合驱动装置。所有的混合驱动装置的共同点是，使用两种蓄能器也就是蓄电池和燃料箱。作为蓄电池的替代方案，也可以设想电容器作为蓄能器。混合驱动装置中的另一个区别特征是电机的实际功率。在此将适度-混合驱动变型方案与完全-混合驱动变型方案区分开来，其中所谓的完全-混合驱动装置是指至少部分地能够用纯粹的电驱动装置来行驶的汽车。所谓的功率分支的混合驱动装置对本发明来说在考虑之外，因为在所述功率分支的混合驱动装置中起动过程以其它方式进行并且因此不是本发明所关心的问题。此外公开了所谓的启动发电机(Startergenerator)。但是因为在这些启动发电机中电机固定地与汽车的曲轴相连接，所以没有提出在运行中同步的问题。
发明内容
本发明的任务是，在具有构造为并联式混合驱动装置的混合驱动装置的汽车中改进离合器接合过程。
该任务通过按本发明的方法得到解决。在按本发明的用于控制汽车的包括至少一台内燃机和至少一台电机的混合驱动装置的方法中，该混合驱动装置具有布置在所述电机和所述汽车的传动系之间的第一离合器和布置在所述电机和所述内燃机之间的第二离合器，其特征在于，为起动所述内燃机通过所述处于运行中的电机向所述第二离合器加载能够预先确定的接合力矩，对所述内燃机的转速NV进行监控，并且如果所述内燃机的转速NV在能够预先确定的时间间隔内低于能够预先确定的阈值，那就将所述接合力矩增加到更高的数值。
本发明实现了在汽车中改进离合器接合过程，该汽车装备有构造为并联式混合驱动装置的混合驱动装置。在此在内燃机和电机之间设置了构造为比例离合器的附加的离合器。这样的配置允许在所述附加的离合器的断开的状态中用所述电机来驱动汽车。这种情况下的问题是，在功率需求较高时或者在所述蓄电池的充电状态降低时必须起动所述内燃机，而没有在传动系中引起干扰。内燃机的起动通过这个附加的离合器的闭合来实现。但是在此必须如此控制这个离合器，使得一方面扭矩足以使所述内燃机转到对成功的起动来说所必需的转速。另一方面为所述内燃机的加速所使用的扭矩应该尽可能地低，因为该扭矩必须额外地由所述电机施加并且作为储备来提供。本发明实现了对这种离合器接合过程进行优化，尽管所述的离合器类型由于同型元件的参数差异、温度及老化影响具有大的公差。此外也可以考虑内燃机的依赖于温度和老化的扭矩变化。
其它优点从说明书以及附图中获得。
附图说明
下面参照附图对本发明的实施方式进行详细解释。其中：
图1是具有混合驱动装置的汽车的示意图；
图2是作为时间的函数的转速和滑转力矩的图表，
图3是作为时间的函数的转速和滑转力矩的图表，
图4是作为时间的函数的转速和滑转力矩的图表，
图5是作为时间的函数的转速和滑转力矩的图表，
图6是作为时间的函数的转速和滑转力矩的图表，
图7是作为时间的函数的转速和滑转力矩的图表，
图8是组合特性曲线。
具体实施方式
下面参照附图对本发明的实施方式进行详细解释。图1示出了具有混合驱动装置1的汽车100的示意图。所述混合驱动装置1包括常规的内燃机2和电机4。在所述电机4和示意示出的用附图标记6来表示的传动系之间布置了第一离合器5。在所述内燃机2和所述电机4之间布置了第二离合器3。这优选是比例离合器。汽车100的底盘通过车轮7及轴的具有差速器的部分表示。用附图标记8表示向所述电机4供给能量的蓄电池。汽车电路的其它的组件在图1中没有示出。在图1中示出的混合驱动装置1实现了用所述电机4对汽车100进行纯粹的电驱动。此时，所述布置在内燃机2和电机4之间的第二离合器3断开。不过如果现在所述蓄电池8的充电状态下降得太严重或者需要更高的功率需求，那就必须起动所述内燃机2。这通过所述第二离合器3的闭合来实现。但是，这应该尽可能不在所述汽车100的传动系6中引起干扰。为此，将所述离合器3控制在指定的滑转力矩上。利用这个滑转力矩使所述内燃机2加速，直至达到和所述电机4相同的转速。然后，所述离合器3完全闭合并且所述内燃机2可以将扭矩传递到所述汽车1的传动系6上。这个额外的在滑转阶段中的力矩下面也称为滑转力矩，该力矩必须通过所述电机4来提供。在此必须如此控制所述离合器3，使得一方面通过该离合器3传递到所述内燃机2上的扭矩足以使所述内燃机2旋转到对成功的起动来说所必需的转速。另一方面，对所述内燃机2的加速来说所必需的扭矩应该尽可能地低，因为该扭矩应该额外地由所述电机4来施加并且因此必须作为储备来提供。
对所述滑转力矩的正确调节来说，问题是，所使用的离合器种类有较大的公差。不仅同型元件的参数差异而且温度影响及老化影响与此都有关系。比如摩擦系数会随所述离合器3的不断老化而变化。通常仅仅通过压紧力来预先确定所述滑转力矩，因为在实践中精密地测量所述滑转力矩并依赖于测量来对其进行控制太麻烦。此外，所述对内燃机2的成功起动来说所必需的扭矩也还会依赖于温度和使用寿命而变化。
下面参照在图2中示出的图表对太低的滑转力矩的负面效应进行解释。在图2的上面部分中示出的图表示出了作为时间t的函数的接合力矩MK。曲线K3在此代表图1中的离合器3的接合力矩。在图2的下部分中示出的图表则示出了作为时间t的函数的转速NE、NV。在此用NE表示所述电机4的转速，并且用NV表示所述内燃机2的转速。在此曲线K2表示内燃机2的作为时间t的函数的转速并且曲线K4表示电机4的作为时间t的函数的转速。在此假设，在时刻t1之前所述汽车100仅仅由所述电机4来驱动。在此时刻发现，要求更高的仅仅由所述电机4不再能够施加的功率。这个更高的功率应该由所述内燃机2来施加，因此必须起动该内燃机2。通过所述离合器3的控制来开始起动过程。通过所述离合器3的部分闭合来调节在时刻t2施加的滑转力矩MK1。尽管发生滑转并且所述电机4以转速N1旋转(参见曲线K4)，但曲线K2显示出所述内燃机2保持在静止位置中。所调节的滑转力矩MK1因此不足以克服所述内燃机2的始动力矩。始动力矩是指需要用于成功地对所述内燃机2进行压缩的力矩。这种状况由所述混合驱动装置1的控制系统在能够预先确定的时间间隔Δt结束之后在时刻t3确定。这一点比如通过在时刻t2达到所述滑转力矩MK1时起动具有时间常数Δt的限时元件这种方式来进行。因此在时刻t3将所述滑转力矩进一步提高到数值MK3，其结果是，如曲线K2示出的一样，所述内燃机2被置于旋转之中并且在时刻t5达到所述电机4的转速N1。现在，可以认为成功地起动了所述内燃机2。这种情况下的缺点是，延长了起动时间，提高了用于延长的滑转阶段的能耗并且增加了离合器的磨损。
现在可以尝试将所述接合力矩MK快速移到最小值，然后以斜坡继续提高该接合力矩，直到所述内燃机2开始转动并且而后再度冻结。下面借助于在图3中示出的图表对此进行解释。在此，在图3上部分中的图表又示出了作为时间t的函数的接合力矩MK。在图3的下部分中的图表则示出了作为时间t的函数的转速N。在此曲线K2示出所述内燃机2的转速并且曲线K4示出所述电机4的转速。在此假设，所述汽车100在时刻t1之前仅仅由所述电机4驱动。在此时刻发现，需要更高的仅仅由所述电机4不再能够施加的功率。这个更高的功率应该由所述内燃机2来施加，因此必须起动该内燃机2。通过所述离合器3的控制来开始起动过程。通过所述离合器3的部分闭合来调节在时刻t2施加的滑转力矩MK1。因为所述内燃机2一直还没有处于运动之中，所以在时刻t2进一步提高所述滑转力矩。这可以比如沿斜坡30进行，该斜坡30使所述滑转力矩线性上升。在时刻t2’，所述滑转力矩达到数值MK2并且所述内燃机2开始转动。所述滑转力矩MK2随后保持恒定。但是在时刻t2”，所述内燃机2的转速就已再度下降并且该内燃机2在时刻t2＊再度停止。起动尝试因此没有成功。这可以归因于以下情况，即依赖于所述曲轴的停止位置所述内燃机2首先可以开始旋转，但是这种旋转随着压缩程度的增加再度停止。只有类似于图2在通过限时元件确定的将所述滑转力矩提高到数值MK3的时间间隔Δt结束之后才成功地将所述内燃机2置于旋转之中。在时刻t5，所述内燃机2又达到所述电机4的转速N1。只有现在才可以说成功地起动了所述内燃机2。在这种情况下应该再次忍受起动时间的延长。此外，会更加经常地出现所述内燃机2的旋转开始。但是该内燃机2在达到其压缩位置之前再度停止。
接下来解释，按本发明以何种方式来调整所述接合力矩，用于尽快实现所述内燃机的可靠的起动。这里首先研究这样的情况，即没有连接所述传动系6，因而所述离合器5是分开的。在自动变速器中，这相当于位置P或N。因为没有其它的负荷作用于所述电机4，所以存在着唯一的可能性用所述电机4的力矩对所述离合器3的接合力矩进行调整。为此在所述电机4停止时所述离合器3首先闭合。随后使所述电机4和内燃机2一起转动。为进行调整，在起动过程开始之前将所述离合器3置于一个低于通常为起动设置的滑转力矩的数值上，比如置于所述滑转力矩的90％上。而后使所述电机4旋转。如果所述内燃机2在这种情况下起动，那就为将来减小额定值。如果所述内燃机2没有起动，那就比如沿斜坡提高所述接合力矩，直至所述内燃机2起动。保存为此所必需的接合力矩，并且必要时提高一个安全系数，作为所述滑转力矩的新的额定值加以保存。同时保存所述电机4的对所述内燃机2的起动来说所需要的扭矩。然后，从所述离合器3的接合力矩和所述电机4的扭矩的比例中求得校正因数，该校正因数用于控制转速调节器。为了将起动时间保持尽可能短，有利的是在勉强低于所述离合器3的扭矩的可期待的数值时开始这种测试。由此虽然相应地仅仅进行了微小的校正，但不必长时间地在斜坡上运行，以实现所述内燃机2的成功起动。
只要所述内燃机2在所述汽车100的运行过程中必须再次起动，那么以下处理方式就是有利的。一旦在所述离合器3上达到所述滑转力矩的额定值，那就起动一个限时元件。如果在通过该限时元件预先确定的持续时间结束之后还一直没有发现所述内燃机2旋转，那就为下次起动尝试将所述滑转力矩增加一个能够预先确定的数值或者一个能够预先确定的百分数。作为替代方案，将所述滑转力矩的已经导致成功起动的实际值预先确定为下一个额定值。
此外，在还没有发现所述内燃机旋转时立即进一步提高所述滑转力矩的当前额定值。这可选通过所述额定值的斜坡或者额外的阶跃来进行。下面参照图4和5来介绍这一点。图4再度以两张图表分别示出作为时间t的函数的接合力矩MK和转速N。在时刻t1之前，所述汽车100仅仅由所述电机4来驱动。所述离合器3(图1)因此是断开的并且将所述内燃机2与所述混合驱动装置1的其余组件分开。在时刻t1，所述混合驱动装置1要求更高的使所述内燃机2起动所需的功率。因此在时刻t1提高所述离合器3的滑转力矩，直至达到额定值MKS1。在时刻t1+达到所述额定值MKS1之后起动具有持续时间Δt2的限时元件。如果在这个持续时间结束之后也就是在时刻t2还一直没有发现所述内燃机2旋转，那就增加所述额定值MKS1，以达到提高了的额定值MKS2。用这个额定值MKS2来达到成功起动。因为所述内燃机2在时刻t3被成功地置于旋转之中并且在时刻t4达到所述电机4的转速N1。
下面参照图5对以下情况进行解释，即所述内燃机2在由限时元件预先确定的时间间隔结束之前就已起动，从而可期待成功起动。在此再度认为，所述汽车100在时刻t1之前仅仅由所述混合驱动装置1的电机4来驱动。在时刻t1要求更高的使所述内燃机2起动所需的功率。因此，从时刻t1开始提高所述离合器3的滑转力矩，以达到所述滑转力矩的预先确定的额定值MKS1。同时起动一个限时元件，该限时元件预先确定时间间隔Δt3。不过早在时刻t2也就是说在所述时间间隔Δt3结束之前并且在达到所述额定值MKS1之前，就发现所述内燃机2的起动。随后，在所述时间间隔Δt3结束之后也就是在时刻t3将所述滑转力矩的额定值设置到更低的数值MKS3上。使所述内燃机2继续加速并且在时刻t4达到所述电机2的转速N1。
下面参照图6对一种实施变型方案进行解释，在该实施变型方案中在所述离合器3的滑转阶段过程中首先发现已连接的内燃机2的旋转，不过而后该内燃机2的转速再度下降。图6也再度以两张图表示出了作为时间t的函数的接合力矩MK和转速NE、NV。在此再度假设，所述汽车100在时刻t1之前仅仅由所述混合驱动装置1的电机4来驱动。在时刻t1要求更高的使所述内燃机2起动所需的功率。因此首先将所述离合器3的滑转力矩提高到能够预先确定的在时刻t2达到的额定值MKS1。因为用所述额定值MKS1也还没有实现所述内燃机2的起动，所以在时刻t2将该额定值增加到更高的额定值MKS2。这在时刻t3导致所述内燃机2的起动。但是所述内燃机2的转速在时刻t4达到较低的最大值N2，而后再度下降。这表明未获成功的起动过程。但是这个独特的过程可以用来尽快地准备更为成功的起动过程。也就是说如果在所述离合器3的滑转阶段首先发现所述内燃机2的旋转的开始，但是这种旋转仅仅达到较低的水平，也就是说远低于所述电机2的转速N1并且随后再度下降，那么这是一个可靠的征兆，表示所述内燃机2可能没有起动。而后立即调节更高的滑转力矩MKS4，用于尽快地实现所述内燃机2的起动。
特别有利的是，将所述滑转力矩的依赖于汽车100的运行参数比如温度、转速、老化的额定值保存在一条组合特性曲线或多条组合特性曲线中。由此而后为不同的工作点得到不同的学习点。图8示出了所述的组合特性曲线的一种实施例。该组合特性曲线示出了依赖于转速N和温度T的滑转力矩MK11、MK12、...MK44的范围。比如在转速为N3且温度为T1时选择滑转力矩MK13。在转速为N3且温度为T3时选择滑转力矩MK33。
此外，值得推荐的是，在学习时对长期的匹配值进行过滤，用于防止单个的极限值导致经常的误差状态。
此外在特殊情况下使学习功能不起作用的措施是有利的。比如在所述内燃机2已经运转前，在应该开始起动过程时或者在内燃机2还在惯性转动时，就存在一种这样的情况。
下面参照图7还要对在最佳的起动时的一种理想的离合器接合过程进行解释。图7也以两张图表再度示出作为时间t的函数的接合力矩MK(上图表)以及作为时间t的函数的转速NE、NV(下图表)。在时刻t1之前，所述汽车100再次仅仅由所述电机4来驱动。而后要求更高的只能由所述内燃机2提供的功率。为起动该内燃机2，增加所述离合器3的滑转力矩，直至在时刻t2达到所述额定值MKS1。在所述滑转力矩MKS1恒定时使所述内燃机2加速直至其在时刻t3达到所述电机的转速N1。在此时刻，所述离合器3完全闭合。由此实现所述内燃机2的成功起动。

Claims (3)

1.用于控制汽车(100)的包括至少一台内燃机(2)和至少一台电机(4)的混合驱动装置(1)的方法，该混合驱动装置(1)具有布置在所述电机(4)和所述汽车(100)的传动系(6)之间的第一离合器(5)和布置在所述电机(4)和所述内燃机(2)之间的第二离合器(3)，其特征在于，
-为起动所述内燃机(2)通过处于运行中的所述电机(4)向所述第二离合器(3)加载能够预先确定的接合力矩，
-对所述内燃机(2)的转速NV进行监控，
-并且如果所述内燃机(2)的转速NV在能够预先确定的时间间隔内低于能够预先确定的阈值，那就将所述接合力矩增加到更高的数值。
2.用于控制汽车(100)的包括至少一台内燃机(2)和至少一台电机(4)的混合驱动装置(1)的方法，该混合驱动装置(1)具有布置在所述电机(4)和所述汽车(100)的传动系(6)之间的第一离合器(5)和布置在所述电机(4)和所述内燃机(2)之间的第二离合器(3)，其特征在于，
-为起动所述内燃机(2)通过处于运行中的所述电机(4)向所述第二离合器(3)加载能够预先确定的接合力矩，
-对所述内燃机(2)的转速NV进行监控，
-并且如果所述内燃机(2)的转速NV在能够预先确定的时间间隔内高于能够预先确定的阈值，那就将所述接合力矩增加到更低的数值。
3.按前述权利要求中任一项所述的方法，其特征在于，将所述第二离合器(3)的导致所述内燃机(2)成功起动的接合力矩为所述内燃机(2)的接下来的起动预先确定为额定值。
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