CN102267367B - 具有带式交流电机起动机和dct的混合动力车的电起动 - Google Patents
具有带式交流电机起动机和dct的混合动力车的电起动 Download PDFInfo
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Abstract
本发明涉及具有带式交流电机起动机和DCT的混合动力车的电起动,提供一种可控制器执行方法,在车辆中提供纯电动(EV)起动模式,所述车辆具有加速踏板、发动机、电动发电机单元(MGU)、双离合器变速器(DCT)以及用于使用来自所述MGU的电机扭矩有选择地旋转曲轴的带式交流电机起动器系统。当向所述踏板施加阈值最小力时,在所述发动机停机时,所述方法的执行使用来自所述MGU的电机扭矩将所述曲轴的旋转速度加速到超过标定起动速度。所述DCT的奇数档位离合器和偶数档位离合器中的指定离合器的操作被控制,直到所述DCT的输入扭矩等于标定水平。另一DCT离合器可被调节,以阻尼传动系振动。当所述曲轴的速度超过所述DCT的输入速度时,所述车辆通过所述指定DCT离合器以所述EV起动模式起动。还提供了所述车辆和控制器。
Description
技术领域
本发明涉及用于在车辆起动期间最优化混合电动车的燃料经济性的动力系控制方法和系统。
背景技术
混合电动车(HEV)可有选择地利用不同的车载能源,以全面地优化燃料经济性。动力源通常包括内燃机和至少一个高压电动发电机单元(MGU),该高压MGU可按需要从电池汲取能量和向电池输送能量。全混合动力系统可用于以纯电动(EV)模式电动地驱进HEV,而轻度混合动力系统具有较低的EV驱进能力,但保留一定的节省燃料特征,例如发动机自动停止/自动起动功能和再生制动。
发动机自动停止/自动起动功能允许HEV在停止时关闭其发动机,且在松开制动踏板并以足够大小的力踩压加速踏板时允许立刻重新起动发动机。起动发动机所需的动力可由辅助起动电机提供,或者在某些轻度混合动力设计中的带式交流电机起动机(BAS)系统的情况下,可通过MGU的电机扭矩提供。一但起动,配备了BAS的HEV的发动机就给一组驱动轮输送所需的扭矩,用以驱进HEV。
发明内容
因此,本文所提供的动力系控制方法最优化了具有双离合器变速器(DCT)和带式交流电机起动机(BAS)系统的轻度混合电动车中的燃料经济性。所述HEV包括适于在发动机自动停止事件之后辅助发动机的自动重新起动的高压电动发电机单元(MGU)。所述方法可体现为算法,并通过车载控制器的硬件模块在所述HEV上自动地执行,从而在纯电动(EV)/发动机停机起动模式期间以特别的方式调节所述DCT的奇数档位离合器和偶数档位离合器,从而最小化EV起动模式期间的能量损失。
特别地,一种方法,提供了混合电动车中的EV起动模式,所述混合电动机具有加速踏板、具有曲轴的发动机、MGU、带有不同的奇数档位离合器和偶数档位离合器的DCT,如本领域所公知的。所述车辆还包括用于使用来自所述MGU的电机扭矩有选择地旋转所述曲轴的BAS系统。所述方法包括:当向所述加速踏板施加阈值最小力时,在所述发动机停机时,使用所述电机扭矩将所述曲轴的旋转速度提高到超过标定的EV起动速度。控制所述奇数档位离合器和所述偶数档位离合器中的指定离合器的操作,直到所述DCT的输入扭矩等于标定水平为止。
所述方法还包括调节所述奇数档位离合器和所述偶数档位离合器中另一个离合器,以阻尼传动系振动,当所述曲轴的速度超过所述变速器的输入速度时,通过所述指定离合器以所述EV起动模式起动所述车辆。如本文所使用的,术语“调节”指的是以期望的能力应用所述离合器,以获得期望结果,例如旋转构件旋转速度的逐渐同步,或者增加对动态系统(例如动力系)的摩擦阻尼的增加。在不脱离本发明范围的情况下,在一个实施例中,所述奇数档位离合器为用于第一和第三档起动的指定离合器,而偶数档位离合器可用于执行第二档起动。
一种车辆,包括加速踏板、具有曲轴的发动机、MGU、带有不同的奇数档位离合器和双数档位离合器的DCT、适于使用来自所述MGU的电机扭矩有选择地旋转所述曲轴的BAS系统、和控制器。所述控制器以上述EV起动模式起动所述车辆,即,通过使用所述MGU来控制所述EV起动模式期间的发动机速度,并通过控制所述DCT的奇数档位离合器和所述偶数档位离合器中的指定离合器,以控制所述EV起动,可选地,根据需要调节或应用并滑动另一DCT离合器,例如作为噪声或卡嗒声反措施。
本文还提供了一种用于与上述车辆一起使用的控制器。所述控制器包括硬件模块和算法。所述算法通过所述硬件模块的执行以上述EV起动模式使用指定的DCT离合器起动所述车辆。
本发明提供下列技术方案。
技术方案1:一种用于在车辆中提供纯电动或EV起动模式的方法,所述车辆具有加速踏板、具有曲轴的发动机、电动发电机单元或MGU、带有奇数档位离合器和双数档位离合器的双离合器变速器或DCT,其中所述车辆适于使用来自所述MGU的电机扭矩有选择地旋转所述曲轴,所述方法包括:
当向所述加速踏板施加阈值最小力时,在所述发动机停机时,使用来自所述MGU的电机扭矩将所述曲轴的旋转速度提高到超过标定起动速度;
控制所述奇数档位离合器和所述偶数档位离合器中的指定离合器的操作,直到所述DCT的输入扭矩等于或超过标定水平;
调节所述奇数档位离合器和所述偶数档位离合器中未指定的离合器,以阻尼传动系振动;以及
当所述曲轴的旋转速度超过所述DCT的输入速度时,通过所述指定离合器以所述EV起动模式起动所述车辆。
技术方案2:如技术方案1的方法,其中所述指定离合器为奇数档位离合器,并且其中起动所述车辆发生在第一档和第三档中的一个中。
技术方案3:如技术方案1的方法,其中所述指定离合器为偶数档位离合器,并且其中起动所述车辆发生在第二档。
技术方案4:如技术方案1的方法,其中所述阈值最小力为踏板能力的大致10%,还包括:当向所述踏板施加大致20%的阈值最大力到大致30%的阈值最小力时,默认为发动机运行起动模式。
技术方案5:如技术方案1的方法,其中使用所述MGU的电机扭矩包括使用汽缸停用和凸轮相位中的一种来最小化所述发动机的压缩扭矩。
技术方案6:如技术方案1的方法,其中所述标定起动速度超过预定噪声、振动和刺耳阈值。
技术方案7:如技术方案1的方法,其中所述DCT为干式DCT。
技术方案8:一种车辆,包括:
加速踏板;
具有曲轴的发动机;
电动发电机单元或MGU,其可连接至所述曲轴,并适于有选择地产生电机扭矩;
双离合器变速器或DCT,其具有奇数档位离合器和偶数档位离合器;以及
控制器,其适于以纯电动或EV起动模式起动所述车辆;
其中所述控制器适于:
当向所述加速踏板施加阈值最小力时,在所述发动机停机时,使用来自所述MGU的电机扭矩将所述曲轴的旋转速度提高到超过标定起动速度;
控制所述奇数档位离合器和所述偶数档位离合器中的指定离合器的操作,直到所述DCT的输入扭矩等于或超过标定水平;
调节所述奇数档位离合器和所述偶数档位离合器中的另一个,以阻尼传动系振动;以及
当所述曲轴的旋转速度超过所述DCT的输入速度时,通过所述奇数档位离合器以所述EV起动模式起动所述车辆。
技术方案9:如技术方案8的车辆,其中所述奇数档位离合器为指定离合器,并且其中所述控制器适于以第一档和第三档中的一个起动所述车辆。
技术方案10:如技术方案8的车辆,其中所述偶数档位离合器为指定离合器,并且其中所述控制器适于以第二档起动所述车辆。
技术方案11:如技术方案8的车辆,其中所述阈值最小力为踏板能力的大致10%,并且其中所述控制器适于在向所述踏板施加大致20%的阈值最大力到大致30%的阈值最小力时默认为发动机运行起动模式。
技术方案12:如技术方案8的车辆,其中所述控制器使用汽缸停用和凸轮相位中的一种来最小化所述发动机的压缩扭矩。
技术方案13:如技术方案8的车辆,其中所述DCT为干式DCT。
技术方案14:一种适于与车辆一起使用的控制器,所述车辆具有加速踏板、具有曲轴的发动机、可连接至所述曲轴并适于产生电机扭矩的电动发电机单元或MGU、带有奇数档位离合器和双数档位离合器的双离合器变速器或DCT,所述控制器包括:
硬件模块;以及
算法,其通过所述硬件模块执行,并且适于以纯电动或EV起动模式起动所述车辆;
其中所述算法适于:
当向所述加速踏板施加阈值最小力时,在所述发动机停机时,使用来自所述MGU的电机扭矩将所述曲轴的旋转速度提高到超过标定起动速度;
控制所述奇数档位离合器和所述偶数档位离合器中的指定离合器的操作,直到所述DCT的输入扭矩等于标定水平;
调节所述奇数档位离合器和所述偶数档位离合器中的另一个,以阻尼传动系振动;以及
当所述曲轴的旋转速度超过所述DCT的输入速度时,通过所述奇数档位离合器以所述EV起动模式起动所述车辆。
技术方案15:如技术方案14的控制器,其中所述奇数档位离合器为指定离合器,并且其中所述控制器适于以第一档和第三档中的一个起动所述车辆。
技术方案16:如技术方案14的控制器,其中所述偶数档位离合器为指定离合器,并且其中所述控制器适于以第二档起动所述车辆。
技术方案17:如技术方案14的控制器,其中所述阈值最小力为踏板能力的大致10%,并且其中所述控制器适于在向所述踏板施加阈值最大力时默认为发动机运行起动模式,该阈值最大力为大致20%大致30%的阈值最小力。
技术方案18:如技术方案14的控制器,其中所述控制器适于使用汽缸停用和凸轮相位中的一种来最小化所述发动机的压缩扭矩。
技术方案19:如技术方案14的控制器,其中所述DCT为干式DCT。
结合附图,从下面实施本发明的最佳模式的详细描述可容易地清楚本发明的上述特征和优点以及其它特征和优点。
附图说明
图1为根据本发明的配备有带式交流电机起动机(BAS)的车辆的示意图;
图2为示出图1中所示车辆的纯电动(EV)起动模式期间的发动机速度控制的曲线图;以及
图3为描述用于图1中所示车辆的动力系控制算法的流程图。
具体实施方式
参考附图,其中遍及几个附图中,相同的附图标记对应于相同或相似的组件,图1中示出了轻度混合电动车10。车辆10包括具有自动停止/起动功能(即,发动机适于在车辆静止时自动关闭以最小化怠速燃料消耗,并且在车辆驾驶员通过以阈值大小的力踩压加速踏板15来发送期望继续向前或向后行驶的信号时自动地重新起动)。踏板15具有可检测踏板位置(箭头PX),该位置可作为用于确定何时车辆10的操作员希望开始行驶的可用输入信号被发送至车载控制器(C)14和/或以其它方式被控制器14读取。
当发动机12重新起动时,控制器14发送信号至高压电动发电机单元(MGU)16(例如,多相电机),通过传动带18输送充足的电机扭矩到发动机的曲轴20,从而使曲轴转动至标定的阈值起动速度。适于为该目的使用MGU 16和传动带18的系统大多通常称为上述带式交流电机起动机(BAS)系统。
控制器14可构造为一个或多个数字计算机,每个都具有微处理器或中央处理单元、只读存储器(ROM)、随机存取存储器(RAM)、电可擦写可编程只读存储器(EEPROM)、高速时钟、模数(A/D)和数模(DA)电路、和输入/输出电路和装置(I/O)、以及适当的信号处理和缓冲电路。驻留在控制器14或可由其存取的任何算法(包括下面参考图3描述的动力系控制算法100)可存储在ROM中,并被控制器自动地执行,以提供相应的功能。控制器14包括编程有算法100或具有到算法100的存取的硬件模块22,算法100的执行最大化了纯电动(EV)起动模式(即,下面参考图2和图3描述的车辆10的发动机停机起动)期间的燃料经济性。
仍参考图1,车辆10包括双离合器变速器(DCT)24,本文所使用的DCT 24指的是具有带有两个独立操作扭矩传递机构或离合器(即,偶数档位离合器26A控制所有偶数编号档位的选择,例如第二、第四、第六等,奇数档位离合器26B控制所有奇数编号档位的选择)的变速箱的自动的类手动变速器。相连的电动和液压离合器控制装置(未示出)控制DCT 24的换档操作。在一个实施例中,DCT 24为干式离合器,即,具有处于非润滑环境的离合器,但是也可想象到湿式DCT。干式DCT设计缺少发动机驱动泵,因此干式DCT的使用消除了车辆起动期间对最小发动机速度的限制之一。
使用该奇数/偶数档位布置,无需完全中断发动机12的输入扭矩(TIN)就可切换多档位DCT 24,如本领域所公知的。DCT 24具有连接至发动机12的输出侧的可旋转输入构件28、和连接至一组驱动轮31的可旋转输出构件30。当操作员向踏板15施加力时,DCT 24最终响应于控制器14确定的速度需求通过以输出速度(NO)旋转的输出构件传递输出扭矩(TO)到车轮31。
MGU 16可通过HV直流(DC)总线34、电压逆变器/功率逆变器模块(PIM)36和HV交流(AC)总线34A电连接至HV电池或能量存储系统(ESS)32。ESS 32可有选择地在MGU操作为发电机时使用MGU 16再充电,例如,通过捕获再生制动事件期间的能量。车辆10还可包括通过HV DC总线34电连接至ESS 32的辅助功率模块(APW)42,例如DC-DC功率变换器。APM 42也可通过低压(LV)总线34L电连接至辅助电池(AUX)44,例如12伏DC电池,并适于给车辆10上的一个或多个辅助系统46供电。
仍参考图1,控制器14可构造为通过有线或无线控制通道(箭头48)电连接至发动机12、MGU 16、ESS 32、APM 42、PIM 36和辅助电池44或以其它方式与这些装置电通信的单独控制装置或分布控制装置。控制通道48可包括任意需要的传递导体,例如适于在车辆10上发送和接收用于恰当功率流控制和协调的必要电子控制信号的硬质有线或无线控制连接或线路。控制器14可包括可以期望方式执行车辆10上所有所需功率流控制功能而必要的控制模块和能力。
在本发明的范围内,算法100通过硬件模块22的执行控制MGU 16的扭矩输送以及DCT 24的换档操作或次序,以便提供相对有效的EV起动模式。在作为具有BAS系统的HEV的车辆10中,MGU 16能够快速地输送扭矩到其使用点,特别是与内燃机相比。因此,如本领域所理解的,只给避免预定水平或阈值的噪声、振动和刺耳(harshness)(NVH)共振、以及动力系在其安装架系统上的振动所需要的点提供发动机爆发。算法100允许比较低的EV起动速度,节省的能量大致与起动时发动机速度的变化的平方成比例。在EV起动模式中,小量的发动机爆发仍提供舒适的起动感,同时仍避免如下面参考图3所述的NVH边界。
因此,控制器14在EV起动期间控制两个主要变量:(1)通过DCT 24的相应偶数档位和奇数档位离合器26A、26B传递的扭矩;(2)用于控制EV起动模式期间的发动机爆发量的MGU 16的旋转速度。因此,以第一水平的行程或力(例如,可用踏板行程范围或力能力的大致20-30%)踩压加速踏板15可触发传统的发动机运行车辆起动,而显著更低的第二水平的力(例如,踏板行程或力的大致10%)可发送信号给控制器14来执行图3中详述的EV起动。
参考图2,轨迹50描述了在一定时间周期(t)上,特别是EV起动模式期间,相对于变化的变速器输入速度(轨迹58)的变化的曲轴速度(轨迹56)。控制器14允许MGU 16输送扭矩到曲轴20,转动曲轴,直到其超过标定NVH阈值52为止。发动机12的速度控制被保持,直到发动机速度达到标定滑动区域54为止,即,类似于电子转换离合器控制(ECCC)区域的目标滑动区域,在该区域中,在离合器上提供最小目标滑动水平,例如,在一个实施例中大致为20到40 RPM,如本领域技术人员所理解的。然后,可依据应用从第一档或可选地以第二或第三档完成EV起动。现在参考图3解释实现其的精确方式。
结合图1中所示车辆10的结构参考图3,算法100开始于步骤102,其中控制器14确定车辆的操作员是否期望起动。例如,嵌在加速踏板15内或电连接至加速踏板15的传感器可检测力的最小阈值水平。步骤102持续循环,直到发送起动信号,然后进行至步骤104。
在步骤104,控制器14处理施加至加速踏板15的力(图3中缩写为FA),以确定需要什么类型的起动。如果检测的力的大小超过了阈值,例如踏板能力的约40-60%,那么算法100进行至步骤105。当力(FA)落入标定范围内时,例如总踏板范围或能力的约10到20%,那么算法进行至步骤106。
在步骤105,控制器14以传统方式执行发动机运行起动。也就是说,发动机12使用现有的发动机运行起动算法(未示出)通过上述BAS系统经由MGU 16来起动。然后算法100结束。
在步骤106,控制器14使用图1的MGU 16和传动带18将曲轴20加速至标定的最小EV起动速度。控制器14使用可用测量,以最小化该相位期间(例如汽缸停用或凸轮相位)的发动机压缩。在一个实施例中,最小EV起动速度为大约350 RPM或更高,但是实际最小速度会随着应用算法100的特定车辆而变化。标定的EV起动速度应当超过图2的NVH边界52,以避开安装件和/或隔振件的共振频率,如本领域所理解的。一但曲轴20以其超过NVH边界52的最小速度旋转,那么算法100就进行至步骤108。
在步骤108,控制器根据预定的扭矩函数应用指定的DCT离合器,例如奇数档位离合器26B。例如,控制器14可应用奇数档位离合器26B以满足下列公式:
T
IN
=f(T
O
,档位状态)=f(P
x
,N
O
,档位状态)
其中,T IN 和T O 为奇数档位离合器26B的输入和输出扭矩,P x 为踏板15的踏板位置,N O 为DCT 24的输出速度。算法100然后可进行至可选的步骤109,或直接至步骤110
在步骤109,控制器14可应用和滑动其它DCT离合器,即,本文所述实施例中的偶数档位离合器26A,以在进行至步骤110之前提供充足的阻尼扭矩,例如按照标定值。
在步骤110,控制器14确定施加至踏板15的力(FA)是否超过标定EV阈值,如上所述,如果是,则进行到步骤105。这样,如果在算法100的执行期间施加至踏板15的力不断变化,使得所述力超过发动机运行起动阈值,那么算法100有效地结束,并退出发动机运行算法。
在步骤112,控制器14确定DCT 24的输入速度(N I )是否超过发动机速度(N E )的函数。例如,控制器14可考虑下列公式:N I > N E + slipMAX,其中值slipMAX指的是在图2的区域54(即,对应于具有传统变矩器的车辆的涡轮/泵锁住区域的区域,如本领域所理解的)可允许的标定水平。步骤112循环重复,直到输入速度超过需要值为止,然后进行至步骤114。
在步骤114,当曲轴速度接近变速器输入速度时,控制器14转变至图2的区域54中的同步模式。通过区域54中可允许量的滑动来应用奇数档位离合器26B。因此,使用DCT 24的奇数档位离合器26B控制EV起动,且滑动离合器将下游传动系与振动隔绝开。可按需要应用和滑动偶数档位离合器26A,例如,作为噪声或卡嗒声反措施,如上面参考步骤109所描述的。
在步骤116,完成EV起动,算法100结束。
尽管已经详细描述了实施本发明的最佳模式,但是本发明所属领域的技术人员会认识到在所附权利要求范围内实施本发明的各种替代设计和实施方式。
Claims (19)
1.一种用于在车辆中提供纯电动起动模式的方法,所述车辆具有加速踏板、具有曲轴的发动机、电动发电机单元、带有奇数档位离合器和偶数档位离合器的双离合器变速器,其中所述车辆适于使用来自所述电动发电机单元的电机扭矩有选择地旋转所述曲轴,所述方法包括:
当向所述加速踏板施加阈值最小力时,在所述发动机停机时,使用来自所述电动发电机单元的电机扭矩将所述曲轴的旋转速度提高到超过标定起动速度;
控制所述奇数档位离合器和所述偶数档位离合器中的指定离合器的操作,直到所述双离合器变速器的输入扭矩等于或超过标定水平;
调节所述奇数档位离合器和所述偶数档位离合器中未指定的离合器,以阻尼传动系振动;以及
当所述曲轴的旋转速度超过所述双离合器变速器的输入速度时,通过所述指定离合器以所述纯电动起动模式起动所述车辆。
2.如权利要求1所述的方法,其中所述指定离合器为奇数档位离合器,并且其中起动所述车辆发生在第一档和第三档中的一个。
3.如权利要求1所述的方法,其中所述指定离合器为偶数档位离合器,并且其中起动所述车辆发生在第二档。
4.如权利要求1所述的方法,其中所述阈值最小力为踏板能力的10%,还包括:当向所述踏板施加为踏板能力的20-30%的力时,默认为发动机运行起动模式。
5.如权利要求1所述的方法,其中使用所述电动发电机单元的电机扭矩包括使用汽缸停用和凸轮相位中的一种来最小化所述发动机的压缩扭矩。
6.如权利要求1所述的方法,其中所述标定起动速度超过预定噪声、振动和刺耳阈值。
7.如权利要求1所述的方法,其中所述双离合器变速器为干式双离合器变速器。
8.一种车辆,包括:
加速踏板;
具有曲轴的发动机;
电动发电机单元,其可连接至所述曲轴,并适于有选择地产生电机扭矩;
双离合器变速器,其具有奇数档位离合器和偶数档位离合器;以及
控制器,其适于以纯电动起动模式起动所述车辆;
其中所述控制器适于:
当向所述加速踏板施加阈值最小力时,在所述发动机停机时,使用来自所述电动发电机单元的电机扭矩将所述曲轴的旋转速度提高到超过标定起动速度;
控制所述奇数档位离合器和所述偶数档位离合器中的指定离合器的操作,直到所述双离合器变速器的输入扭矩等于或超过标定水平;
调节所述奇数档位离合器和所述偶数档位离合器中的另一个,以阻尼传动系振动;以及
当所述曲轴的旋转速度超过所述双离合器变速器的输入速度时,通过所述奇数档位离合器以所述纯电动起动模式起动所述车辆。
9.如权利要求8所述的车辆,其中所述奇数档位离合器为指定离合器,并且其中所述控制器适于以第一档和第三档中的一个起动所述车辆。
10.如权利要求8所述的车辆,其中所述偶数档位离合器为指定离合器,并且其中所述控制器适于以第二档起动所述车辆。
11.如权利要求8所述的车辆,其中所述阈值最小力为踏板能力的10%,并且其中所述控制器适于在向所述踏板施加为踏板能力的20-30%的力时默认为发动机运行起动模式。
12.如权利要求8所述的车辆,其中所述控制器使用汽缸停用和凸轮相位中的一种来最小化所述发动机的压缩扭矩。
13.如权利要求8所述的车辆,其中所述双离合器变速器为干式双离合器变速器。
14.一种适于与车辆一起使用的控制器,所述车辆具有加速踏板、具有曲轴的发动机、可连接至所述曲轴并适于产生电机扭矩的电动发电机单元、带有奇数档位离合器和偶数档位离合器的双离合器变速器,所述控制器包括:
硬件模块;以及
算法,其通过所述硬件模块执行,并且适于以纯电动起动模式起动所述车辆;
其中所述算法适于:
当向所述加速踏板施加阈值最小力时,在所述发动机停机时,使用来自所述电动发电机单元的电机扭矩将所述曲轴的旋转速度提高到超过标定起动速度;
控制所述奇数档位离合器和所述偶数档位离合器中的指定离合器的操作,直到所述双离合器变速器的输入扭矩等于标定水平;
调节所述奇数档位离合器和所述偶数档位离合器中的另一个,以阻尼传动系振动;以及
当所述曲轴的旋转速度超过所述双离合器变速器的输入速度时,通过所述奇数档位离合器以所述纯电动起动模式起动所述车辆。
15.如权利要求14所述的控制器,其中所述奇数档位离合器为指定离合器,并且其中所述控制器适于以第一档和第三档中的一个起动所述车辆。
16.如权利要求14所述的控制器,其中所述偶数档位离合器为指定离合器,并且其中所述控制器适于以第二档起动所述车辆。
17.如权利要求14所述的控制器,其中所述阈值最小力为踏板能力的10%,并且其中所述控制器适于在向所述踏板施加为踏板能力的20-30%的力时默认为发动机运行起动模式。
18.如权利要求14所述的控制器,其中所述控制器适于使用汽缸停用和凸轮相位中的一种来最小化所述发动机的压缩扭矩。
19.如权利要求14所述的控制器,其中所述双离合器变速器为干式双离合器变速器。
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US12/794,818 US8412396B2 (en) | 2010-06-07 | 2010-06-07 | Electric launch of a hybrid vehicle having a belt alternator starter and a dual clutch transmission |
US12/794,818 | 2010-06-07 | ||
US12/794818 | 2010-06-07 |
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CN102267367A CN102267367A (zh) | 2011-12-07 |
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US (1) | US8412396B2 (zh) |
KR (1) | KR101258452B1 (zh) |
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KR20110134261A (ko) | 2011-12-14 |
CN102267367A (zh) | 2011-12-07 |
DE102011103188A1 (de) | 2011-12-08 |
DE102011103188B4 (de) | 2019-07-25 |
US20110301791A1 (en) | 2011-12-08 |
US8412396B2 (en) | 2013-04-02 |
KR101258452B1 (ko) | 2013-04-26 |
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