CN102076540A - 动力总成系统的运行方法 - Google Patents
动力总成系统的运行方法 Download PDFInfo
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Abstract
本发明涉及一种汽车的动力总成系统(1)的运行方法,该动力总成系统(1)包含:至少一个包含内燃机(2)和电动机(3)的混合式动力装置;连接在内燃机(2)和电动机(3)之间的离合器(4);连接在混合式动力装置和从动端之间的变速器(5),并且该动力总成系统优选还包含在变速器内部或在变速器外部的起动元件(7)。根据本发明,在借助于电动机(3)牵引起动内燃机(2)时,将连接在内燃机(2)和电动机之间的离合器(4)如此打滑地闭合,使得该离合器传递恒定的接合力矩,并且将在牵引起动时实际出现的内燃机转速的实际梯度与内燃机转速的额定梯度相比较,其中当实际梯度大于额定梯度时,得出内燃机业已被起动且该内燃机主动提供力矩的结论。
Description
技术领域
本发明涉及一种如权利要求1或4的前序部分所述的用于运行汽车的包含至少一个变速器和一个混合式动力装置的动力总成系统的方法。
汽车的动力总成系统(Antriebsstrang)的主要构成部分是动力装置和变速器。变速器改变转矩和转速,从而改变动力装置的牵引力供给。本发明涉及动力总成系统的一种运行方法,该动力总成系统包含至少一个变速器和一个作为动力装置的具有内燃机和电动机的混合式动力装置。
背景技术
在一种具有所谓的平行混合式动力装置的动力总成系统中,在混合式动力装置的内燃机和电动机之间连接一个离合器,经过该离合器可使混合式动力装置的内燃机与动力总成系统的从动端脱开。在起动这样一种配有一平行混合式动力装置的动力总成系统时,内燃机通常是关断的并且连接在混合式动力装置的内燃机和电动机之间的离合器则是打开的。
于是当关断的内燃机应被起动时,该内燃机可以通过在内燃机和电动机之间所连接的离合器的至少部分的闭合而由电动机加以牵引起动,在此为了最佳地执行牵引起动(Anschleppen),必须知道内燃机自何时间点起被起动和主动提供力矩。迄今所述时间点都是在发动机控制装置中经由内燃机的点火的数量来确定的。这然而是相当不精确的。
发明内容
从这种情况出发,本发明的任务是提供一种用于运行包含变速器和混合式动力装置的动力总成系统的新式方法,利用该方法能够精确获得在内燃机的牵引起动时内燃机自何时间点起被起动且主动提供力矩。
上述任务是按照本发明的第一方面,通过权利要求1所述的一种方法加以解决的。据此,在借助于电动机牵引起动内燃机时,将连接在内燃机和电动机之间的离合器如此打滑地闭合,使得该离合器传递恒定的接合力矩,并且将在牵引起动时实际出现的内燃机转速的实际梯度(Ist-Gradient)与内燃机转速的额定梯度(Soll-Gradient)相比较,并且当实际梯度大于额定梯度时,得出内燃机业已被起动且该内燃机主动提供力矩的结论。
根据本发明的第二个观点,上述任务是通过权利要求4所述的一种方法加以解决的。据此,将在内燃机的牵引起动时在动力总成系统中实际出现的实际力矩与额定力矩相比较,当实际力矩大于额定力矩时,得出内燃机业已被起动且该内燃机主动提供力矩的结论。
利用两个根据本发明的用于运行包含变速器和混合式动力装置的动力总成系统的方法能够精确获得在内燃机的牵引起动时内燃机自何时间点起被起动且主动提供力矩。
附图说明
本发明的一些有利的发展均见各项从属权利要求和后面的说明中所述。本发明的实施例将参照附图加以详细说明,但本发明不局限于这些实施例。
图1汽车的动力总成系统示意图,在该动力总成系统上可应用本发明提出的方法;
图2汽车的另一个动力总成系统示意图,在该动力总成系统上可应用本发明提出的方法;
图3用于解释本发明提出的方法的曲线图。
具体实施方式
本发明涉及一种用于运行汽车的包含至少一个变速器和一个混合式动力装置的动力总成系统的方法。
图1示例性地表示汽车的一种动力总成系统的示意图,在此动力总成系统上可应用本发明提出的方法。因此,图1表示汽车的动力总成系统1的示意图,在此图1所示的动力总成系统1包含一个混合式动力装置,其由一个内燃机2和一个电动机3组成。在内燃机2和电动机3之间布置一个离合器4,当动力总成系统1仅由电动机3运行时,该离合器是打开的。图1所示的动力总成系统1除包含混合式动力装置之外,还包含一个变速器5,该变速器将由混合式动力装置所提供的牵引力转移到动力总成系统的一个从动端6,即转移到待被驱动的齿轮上。变速器例如可以设计为自动变速器或设计为自动化的变速器。在自动变速器中换挡是设计成没有牵引力中断的;而在自动化的变速器中,换挡是设计成有牵引力中断的。
按图1所示的动力总成系统,在混合式动力装置的电动机3和变速器5之间连接了另一个离合器7。该离合器7在以电动机方式起动的情况下用作在变速器外部的起动元件。
图2示例地表示汽车的另一个动力总成系统示意图,在此动力总成系统上可使用本发明提出的方法,在此图2所示动力总成系统示意图的动力总成系统8与图1所示动力总成系统示意图的动力总成系统1的区别在于:离合器7或者更确切地说在变速器外部的起动元件取消了,而以一个在变速器内部的起动元件9代替。
本发明涉及这样一种具有变速器和混合式动力装置的动力总成系统的运行方法,即这样的细节,即利用混合式动力装置的电动机3来牵引起动关断的内燃机2,以便精确获得在内燃机的牵引起动时内燃机自何时间点起被起动且主动提供力矩。
根据本发明的第一方面,在借助于电动机3牵引起动内燃机2的情况下,将连接在内燃机2和电动机3之间的离合器4打滑地(schlupfend)闭合,使得该离合器提供一个恒定的接合力矩MK。在这种情况下,在牵引起动时在内燃机的所谓的起动(Losbrechen)后,内燃机的转速nVM线性增大。在牵引起动时,根据本发明的第一方面,在内燃机2的牵引起动时获取实际出现的内燃机转速nVM的实际梯度并且将其与内燃机转速nVM的额定梯度比较。
当内燃机转速的实际梯度大于额定梯度时,得出内燃机业已被起动且该内燃机主动提供力矩的结论。在此优选如此进行,即当所确定的实际梯度大于预定的额定梯度和一个安全阈值之和时,得出内燃机业已被起动且该内燃机主动提供力矩的结论。
在图3中借助于曲线图示出根据本发明的第一方面的方法,其中在时间点t1内燃机起动,并且内燃机在时间点t2物理点火,然而并没有主动在从动端6上提供力矩。
当得出内燃机业已被起动的结论时,按照如下方式计算由内燃机2提供的力矩MVM:
式中:nVM是内燃机转速;JVM是内燃机的惯性矩;MK是由连接在内燃机2和电动机3之间的离合器4所传递的接合力矩。
根据本发明的第一方面,将在内燃机2的牵引起动时形成的内燃机转速的实际梯度与转速梯度阈值相比较,其中当实际梯度大于转速梯度阈值时,得出内燃机2业已被起动的结论,该内燃机主动提供力矩。由此能够精确获得内燃机2自何时间点起被起动且主动提供力矩。
根据本发明的第二方面,为了确定内燃机2在牵引起动时自何时间点起被起动且主动提供力矩,为动力总成系统制定一个力矩对照表(Momentbilanz),在该表中将在动力总成系统中实际出现的实际力矩与预定的额定力矩相比较,当实际力矩大于额定力矩时,得出内燃机2业已被起动且同时主动提供力矩的结论。
在此优选如此进行,即当实际力矩大于额定力矩和安全阈值之和时,得出内燃机业已被起动且该内燃机主动提供力矩的结论。
当在此得出内燃机2业已被起动且连接在内燃机2和电动机3之间的离合器4是打滑地闭合的结论时,按照如下的等式计算由内燃机2提供的内燃机力矩MVM:
式中:nVM是内燃机转速;JVM是内燃机的惯性矩;MK是由连接在内燃机2和电动机3之间的离合器4所传递的接合力矩。
相反,在得出内燃机2业已被起动的结论且连接在内燃机2和电动机3之间的离合器4是完全闭合的时,按照如下的等式计算由内燃机2提供的内燃机力矩MVM:
式中:nEM是电动机转速;JGES是整个动力总成系统的惯性矩;MEM是由电动机3提供的电动机力矩。
在结合本发明的第二方面时,在借助于电动机3牵引起动内燃机2时当离合器4完全闭合时,对电动机转速实施具有积分调节部分的调节,由该积分调节部分能够推导出内燃机是否被起动和主动为动力总成系统的从动端提供力矩。如果在此积分调节部分下降,特别是下降到低于一个预定的界限值时,那么得出内燃机业已被起动的结论,该内燃机主动为动力总成系统的从动端提供力矩。
根据本发明的第二方面也能够精确获得内燃机2在牵引起动时自何时间点起在从动端上主动提供力矩。
附图标记清单
1动力总成系统
2内燃机
3电动机
4离合器
5变速器
6从动端
7离合器/在变速器外部的起动元件
8动力总成系统
9在变速器内部的起动元件
Claims (9)
1.汽车的动力总成系统的运行方法,该动力总成系统包含:至少一个包含内燃机和电动机的混合式动力装置;连接在内燃机和电动机之间的离合器;连接在混合式动力装置和从动端之间的变速器,并且该动力总成系统优选还包含在变速器内部或在变速器外部的起动元件,其特征在于:
在借助于电动机牵引起动内燃机时,将连接在内燃机和电动机之间的离合器如此打滑地闭合,使得该离合器传递恒定的接合力矩,并且将在牵引起动时实际出现的内燃机转速的实际梯度与内燃机转速的额定梯度相比较,其中当实际梯度大于额定梯度时,得出内燃机业已被起动且该内燃机主动提供力矩的结论。
2.按权利要求1所述的方法,其特征在于:
当实际梯度大于额定梯度和安全阈值之和时,得出内燃机业已被起动且该内燃机主动提供力矩的结论。
3.按权利要求1或2所述的方法,其特征在于:
当得出内燃机业已被起动的结论时,按照如下方式计算内燃机力矩MVM:
式中:nVM是内燃机转速;JVM是内燃机的惯性矩;MK是由连接在内燃机和电动机之间的离合器所传递的接合力矩。
4.汽车的动力总成系统的运行方法,该动力总成系统包含:至少一个包含内燃机和电动机的混合式动力装置;连接在内燃机和电动机之间的离合器;连接在混合式动力装置和从动端之间的变速器,并且该动力总成系统优选还包含在变速器内部或在变速器外部的起动元件,其特征在于:
将在内燃机的牵引起动时在动力总成系统中实际出现的实际力矩与额定力矩相比较,当实际力矩大于额定力矩时,得出内燃机业已被起动且该内燃机主动提供力矩的结论。
5.按权利要求4所述的方法,其特征在于:
当实际力矩大于额定力矩和安全阈值之和时,得出内燃机业已被起动且该内燃机主动提供力矩的结论。
6.按权利要求4或5所述的方法,其特征在于:
当连接在内燃机和电动机之间的离合器完全闭合并且对电动机转速实施具有积分调节部分的调节时,如果在调节电动机转速时积分调节部分下降,那么得出内燃机业已被起动且该内燃机主动提供力矩的结论。
7.按权利要求6所述的方法,其特征在于:
如果在调节电动机转速时积分调节部分下降到低于一个预定的界限值,那么得出内燃机业已被起动且该内燃机主动提供力矩的结论。
8.按权利要求4至7之一项所述的方法,其特征在于:在得出内燃机业已被起动的结论且连接在内燃机和电动机之间的离合器是打滑地闭合时,按照如下的等式计算由内燃机提供的内燃机力矩MVM:
式中:nVM是内燃机转速;JVM是内燃机的惯性矩;MK是由连接在内燃机和电动机之间的离合器所传递的接合力矩。
9.按权利要求4至7之一项所述的方法,其特征在于:在得出内燃机业已被起动的结论且连接在内燃机和电动机之间的离合器是完全闭合的时,按照如下的等式计算由内燃机提供的内燃机力矩MVM:
式中:nEM是电动机转速;JGES是整个动力总成系统的惯性矩;MEM是由电动机提供的电动机力矩。
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CN111038490B (zh) * | 2019-12-26 | 2021-12-28 | 联合汽车电子有限公司 | 识别发动机燃烧的方法及系统和可读存储介质 |
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DE102008040660A1 (de) | 2010-01-28 |
EP2300297B1 (de) | 2012-09-19 |
EP2300297A1 (de) | 2011-03-30 |
WO2010010039A1 (de) | 2010-01-28 |
US20110130912A1 (en) | 2011-06-02 |
CN102076540B (zh) | 2013-07-24 |
US8521355B2 (en) | 2013-08-27 |
US8666584B2 (en) | 2014-03-04 |
US20130288852A1 (en) | 2013-10-31 |
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