CN103318169B - 发动机启动方法 - Google Patents
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- 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
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- 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
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- 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
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- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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- 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
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- F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
- F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
- F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
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- 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
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Abstract
本发明涉及发动机启动方法,用于具有一个内燃发动机且具有至少一个作为驱动电机的电动机的机动车辆的内燃发动机,该内燃发动机和该电动机安排在一个共用的轴上,该内燃发动机和/或该电动机能够将转矩引入安排于传动系下游的变速器,在该内燃发动机与该电动机之间提供一个分离离合器,具有以下步骤:增加该电动机器的转矩;增加该电动机器的转速且在该下游变速器的至少一个离合器处设定滑动状态;使得该分离离合器接合以实现一个转矩,该转矩在该电动机的保留转矩与最大可传输转矩之间;在该内燃发动机的转速已经至少基本达到点火转速时,减小该分离离合器的可传输转矩;结束该下游变速器的该至少一个离合器的滑动状态;结束该电动机的转矩增加。
Description
技术领域
本发明涉及一种发动机启动方法,具体用于具有一个内燃发动机并且具有至少一个作为驱动电机的电动机的机动车辆的一种内燃发动机。本发明还涉及一种机动车辆,以用于执行一种发动机启动方法。
背景技术
具有一个内燃发动机和一个电动机的机动车辆在现有技术中是已知的并且还称为混合动力车辆。如果内燃发动机和电动机安排在一个轴上,则这种安排还称为一种并联混合动力(Parallelhybrid)。
在此,机动车辆可以仅由内燃发动机驱动,仅由电动机驱动或由内燃发动机与电动机同时驱动。在此,内燃发动机能够通过一个离合器连接至电动机,其中然后可以将电动机在转矩流的下游连接至一个变速器,并且将所述变速器在下游连接至传动系。当内燃发动机不工作时,内燃发动机与电动机器之间的离合器解除接合,使得内燃发动机与电动机之间不存在传输动力的连接。在所述运行状况中,电动机独自驱动车辆。
如果现在要启动内燃发动机,则必须使得离合器接合,以便内燃发动机可以被带动旋转直至内燃发动机可以因而使其本身启动的启动转速。然而,在此车辆乘员感受到令人不悦的抖动,这是因为在内燃发动机启动之前曾经可用于向前推进车辆的转矩突然由于内燃发动机的这种带动旋转而由此被分支并且不再可用于向前推进。
并且,从DE102008040662A1已经已知一种离合器转矩会线性升高、会随着时间的改变而保持在一个稳定水平,并且这种离合器转矩此后会再一次进一步线性升高。这所旨在的效果是能够确定内燃发动机的起步转矩,因为这种起步转矩在发动机的运行过程中是改变的。
然而所述途径要求一种从根本上延迟发动机的启动并且因而还被认为是令人不悦的方法步骤。而且,输入到离合器中的摩擦功率由此而增加,从而出于热学因素也不推荐所述方法。
发明内容
本发明的目的是提供一种发动机启动方法,该方法用于具有一个内燃发动机并且具有至少一个作为驱动电机的电动机的机动车辆的内燃发动机,该方法允许迅速并且尽管如此还舒适的内燃发动机的启动并且产生输入到该分离离合器中的低的摩擦功率。另一个目的是提供一种机动车辆,该机动车辆允许迅速并且尽管如此还舒适的内燃发动机的启动,并且在该过程中,产生输入到该分离离合器中的低的摩擦功率。
关于该方法的所述目的是通过下述1的特征实现的,根据这些特征提供了一种发动机启动方法,该方法用于具有一个内燃发动机并且具有至少一个作为驱动电机的电动机的机动车辆的内燃发动机,其中该内燃发动机和该电动机安排在一个共用的轴上,其中该内燃发动机和/或该电动机能够将转矩引入到安排于传动系下游的一个变速器,并且在该内燃发动机与该电动机之间提供了一个分离离合器,该方法具有以下步骤:
a.增加该电动机器的转矩,
b.增加该电动机器的转速并且在该下游变速器的至少一个离合器处设定滑动状态(Schlupf),
c.使得该分离离合器接合以实现一个转矩,该转矩在该电动机的保留转矩(Vorhaltemoment)与最大可传输转矩之间,
d.在该内燃发动机的转速已经至少基本上达到点火转速时,减小该分离离合器的可传输转矩,
e.结束该下游变速器的至少一个离合器的滑动状态,
f.结束该电动机的转矩增加。
这就产生了一种由于相对于现有技术而相对快速地发生启动过程而引起的低的摩擦功率输入并且使用电动机的转速增加来使得内燃发动机加速到一个接近或相当于点火转速的转速。
在此还有利的是该电动机器的转速增加发生的程度为使得由此储存的动能足以使得该内燃发动机的转速优选增加到至少接近该内燃发动机的点火转速的一个转速值。当已经至少基本上达到点火转速时,该分离离合器再次解除接合并且该分离离合器的可传输转矩减小。
在此还有益的是如果该分离离合器以一种转矩调制的方式发生接合和/或解除接合,从而使得其以一种多阶段的方式受控地发生。这种控制有利地在这些阶段中以一种阶跃的方式发生。
在此有利的是如果在一个第一阶段设定的该分离离合器的可传输转矩基本上处于该电动机的保留转矩以上,优选相当于至少两倍的该保留转矩。在此,同样有利的是该可传输转矩在第一阶段中是较大的。尤其有利的是该可传输转矩达到会引起电动机的转速快速减小的一个值。在第二阶段中,有益的是一个可传输转矩被设定为至少基本上相当于电动机的保留转矩并且因而是减小的。在第二阶段中设定的可传输转矩还可以甚至更低,甚至为零。
在此有益的是如果在一个第二阶段中设定的该可传输转矩相对于该第一阶段中设定的转矩是减小的。
而且有利的是该可传输转矩会减小至该保留转矩的值或减小到零。
有利的是如果在一个第二阶段中设定的该可传输转矩相对于该第一阶段中设定的转矩是减小的。所述可传输转矩有利地被减小到一个大致等于保留转矩的值。在此有利的是这种设定的持续时间会是在大致50ms至100ms的范围内,从而实现一种快速的发动机启动和仅有一个短的摩擦时间。这些阶段的持续时间于是处于大致20ms至50ms的时间范围内。
同样有益的是如果该可传输转矩是该最大转矩。
同样有利的是该分离离合器的摩擦时间在少于50ms至大致100ms至150ms的范围内。
关于该机动车辆的这个目的是通过下述8的特征实现的,根据这些特征提供了一种机动车辆,该机动车辆具有一个内燃发动机并且具有至少一个作为驱动电机的电动机,其中该内燃发动机和该电动机安排在一个共用的轴上,其中,通过该内燃发动机和/或该电动机,能够将转矩引入安排于传动系下游的一个变速器中,并且在该内燃发动机与该电动机之间提供了一个分离离合器,以用来执行一种发动机启动方法。
在此有益的是如果进一步地在该内燃发动机与该电动机之间安排一个阻尼器或在该电动机的下游安排一个阻尼器。
还有利的是如果该变速器是具有两个离合器的一个双离合器变速器(Doppelkupplungsgetriebe)。
总之,本发明包括如下技术方案:
1.一种发动机启动方法,该方法用于具有一个内燃发动机并且具有至少一个作为驱动电机的电动机的机动车辆的内燃发动机,其中该内燃发动机和该电动机安排在一个共用的轴上,其中该内燃发动机和/或该电动机能够将转矩引入安排于传动系下游的一个变速器,并且在该内燃发动机与该电动机之间提供了一个分离离合器,该方法具有以下步骤:
a.增加该电动机器的转矩,
b.增加该电动机器的转速并且在该下游变速器的至少一个离合器处设定滑动状态,
c.使得该分离离合器接合以实现一个可传输转矩,该可传输转矩在该电动机的保留转矩与最大可传输转矩之间,
d.在该内燃发动机的转速已经至少基本上达到点火转速时,减小该分离离合器的可传输转矩,
e.结束该下游变速器的该至少一个离合器的滑动状态,
f.结束该电动机的转矩增加。
2.根据前述1所述的方法,其中该电动机器的转速增加发生的程度为使得由此储存的动能足以使得该内燃发动机的转速优选增加到至少接近该内燃发动机的点火转速的一个转速值。
3.根据前述1或2所述的方法,其中该分离离合器以一种转矩调制的方式发生接合或再一次解除接合,从而使得其以多阶段的方式受控地发生。
4.根据前述3所述的方法,其中在一个第一阶段设定的该分离离合器的可传输转矩基本上处于该电动机的保留转矩以上,优选相当于至少两倍的该保留转矩。
5.根据前述3或4所述的方法,其中在一个第二阶段中设定的该可传输转矩相对于该第一阶段中设定的转矩是减小的。
6.根据前述5所述的方法,其中该可传输转矩减小至该保留转矩的值或减小到零。
7.根据前述之一所述的方法,其中该分离离合器的摩擦时间在少于50ms至大致100ms至150ms的范围内。
8.一种机动车辆,该机动车辆具有一个内燃发动机并且具有至少一个作为驱动电机的电动机,其中该内燃发动机和该电动机安排在一个共用的轴上,其中,通过该内燃发动机和/或该电动机,能够将转矩引入安排于该传动系下游的一个变速器中,并且在该内燃发动机与该电动机之间提供了一个分离离合器,用于执行根据前述至少一项所述的方法。
9.根据前述8所述的机动车辆,其中进一步地,在该内燃发动机与该电动机之间安排一个阻尼器或在该电动机的下游安排一个阻尼器。
10.根据前述之一所述的机动车辆,其特征在于该变速器是具有两个离合器的一个双离合器变速器。
通过对附图和以下阐述并且通过从属权利要求说明了其他有利的实施方式。
附图说明
以下基于至少一个示例性实施例并参照附图对本发明进行更详细的解释,在附图中:
图1示出了一个具有内燃发动机和电动机的机动车辆的示意图,
图2示出了一个具有内燃发动机和电动机的机动车辆的示意图,
图3示出了展示随时间变化的多个转矩的一个图表和展示随时间变化的多个转速的一个图表,
图4示出了展示随时间变化的多个转矩的一个图表和展示随时间变化的多个转速的一个图表,并且
图5示出一个框图,展示了根据本发明的方法的一种顺序。
具体实施方式
图1示出了一个具有内燃发动机2和电动机3的机动车辆1的示意图。在此,内燃发动机2和电动机3安排在一个共用的轴4上,这意味着内燃发动机2的驱动输出件5和电动机3的驱动输出件6传输到同一个轴4上。
在内燃发动机2与分离离合器7之间,也就是说在内燃发动机2与电动机3之间,提供了一个阻尼器8,该阻尼器可以例如是以双质量飞轮(Zwei-Massen-Schwungrad)的形式。
分离离合器7可以将内燃发动机2的输出轴以传输转矩的方式连接至电动机3的输出轴6。在解除接合的状态,离合器7打开并且不会将内燃发动机2的转矩传送到轴4上。在此,离合器可传输的转矩可以用一种受控的方式来调制。通过对可传输转矩的所述调制(例如借助控制离合器中在压力板与离合器壳体之间的离合器盘上的接触压力)可用一种有目的的方式来设定滑动状态或可传输转矩。
电动机3在转矩流的下游处安排了一个双离合器变速器9,该变速器具有两个离合器10、11以及相关的变速器12,这仅是示意性地展示的。其下游安排了一个进一步的传动系13,该传动系带有一个差速器14和车桥15以及多个被驱动的车轮16。
图2示出了一个具有内燃发动机102和电动机103的机动车辆101的一种替代展示的示意图。在此,内燃发动机102和电动机103再次安排在一个共用的轴104上,这意味着内燃发动机102的驱动输出件105和电动机103的驱动输出件106传输到同一个轴104上。
在内燃发动机102的下游安排了一个分离离合器107。在电动机103的下游安排了一个阻尼器108,该阻尼器可以例如是一个双质量飞轮的形式。
分离离合器107可以将内燃发动机102的输出轴以传输转矩的方式连接至电动机103的输出件106。在解除接合的状态,离合器107类似地是打开的并且不会将内燃发动机102的转矩传送到轴104上。在此,离合器107的可传输转矩可以再次用一种受控的方式来调制。通过对可传输转矩的所述调制(例如借助控制离合器中在压力板与离合器壳体之间的离合器盘上的接触压力)可用一种有目的的方式来设定滑动状态或可传输转矩。
电动机103在转矩流的下游处类似地安排了一个双离合器变速器109,该双离合器变速器具有两个离合器110、111以及相关的变速器112,这仅是示意性地展示的。其下游安排了一个进一步的传动系113,该传动系带有一个差速器114和车桥115以及多个被驱动的车轮116。阻尼器108因而安排在电动机108与双离合器变速器109之间。
图3的上部图表示出了随时间t变化的多个转矩M相对于时间的轮廓,其中图3的下部图表示出随时间t变化的多个转速n相对于时间的轮廓。
曲线201示出电动机转矩相对于时间的轮廓,曲线202示出分离离合器的可传输转矩相对于时间的轮廓,并且曲线203示出电动机的保留转矩。
曲线204示出电动机的转速n相对于时间的轮廓,曲线205示出内燃发动机的转速n相对于时间的轮廓,并且曲线206示出下游变速器12、112的变速器输入处的转速n。
在时刻t0,电动机的转矩和转速增加。转矩201一步升高到一个新值并且在那里保持恒定。电动机的转速增加按照曲线204线性地跟随于此。动能因而储存在电动机中。
因为车辆速度不会增加,这是由于这种增加的转速和这种增加的转矩不会用于驱动而仅用于启动发动机,在下游变速器的至少一个离合器处设定滑动状态,使得车辆的行驶速度保持不变。
在时刻t1,分离离合器的可传输转矩从零升高至一个可预先确定的值M1。在此这可以是用大的梯度线性地或以阶跃状方式发生的,见图3。在此,M1值优选大大高于电动机的保留转矩。该转矩优选是至少两倍的电动机的保留转矩。
在时刻t1有目的的接合分离离合器具有的效果是,在t1与t2之间,电动机转速减小并且内燃发动机转速增加。
在时刻t2,分离离合器的可传输转矩随后再一次减小,其中所述可传输转矩大致降低至电动机的保留转矩203。然而所述可传输转矩还可以进一步降低至例如零。由此来结束电动机转速的减小,并且使得电动机转速保持基本上恒定。在内燃发动机已经在时刻t3达到一个至少对应于点火转速的转速之后,可以执行内燃发动机的点火并且所述内燃发动机的转速然后升高至电动机转速,并且同时,在时刻t3,该分离离合器再次解除接合。在所述时刻t3,下游变速器的该至少一个离合器的滑动状态结束,并且电动机转矩的增加也在t3结束。在时刻t4,内燃发动机达到电动机转速之后,该分离离合器闭合。
图4的上部图表示出随时间t变化的多个转矩M相对于时间的轮廓,其中图4的下部图表示出随时间t变化的多个转速n相对于时间的轮廓。
曲线301示出电动机转矩相对于时间的轮廓,曲线302示出该分离离合器的可传输转矩相对于时间的轮廓,并且曲线303示出电动机的保留转矩。
曲线304示出电动机的转速n相对于时间的轮廓,曲线305示出内燃发动机的转速n相对于时间的轮廓,并且曲线306示出下游变速器12、112的变速器输入处的转速n。
在时刻t0,电动机的转矩和转速增加。转矩301一步升高到一个新值并且在那里开始保持恒定。电动机的转速增加按照曲线304线性地跟随于此。增加的动能因而储存在电动机中。
因为出现的情况再次是车辆速度不会增加,这是由于这种增加的转速和这种增加的转矩不会用于驱动而仅用于启动发动机,在下游变速器的至少一个离合器处设定滑动状态,使得车辆的行驶速度保持不变。
在时刻t1,该分离离合器的可传输转矩从零升高至一个可预先确定的值M1,该可预先确定的值处于电动机的保留转矩与分离离合器的最大可传输转矩之间。在此这可以是用大的梯度线性地或以基本上阶跃状方式发生,见图3。在此,M1值优选处于电动机的保留转矩之上,或是高于电动机的保留转矩几倍,例如像两倍至五倍或甚至直至十倍。
在时刻t1有目的的接合该分离离合器具有的效果是,在t1与t2之间,电动机转速减小并且内燃发动机转速增加至电动机的转速。动能因而从电动机传送到内燃发动机,并且该内燃发动机加速。
在时刻t2,电动机转矩的增加结束。
图5为解释本发明示出一个框图400。
框401中发生增加电动机器的转矩;框402中发生所导致的增加电动机器的转速;框403中发生所导致的在下游变速器的至少一个离合器处设定滑动状态。框404中发生该分离离合器的受控接合,框405中发生结束下游变速器的至少一个离合器的滑动状态,并且框406中发生结束电动机转矩的增加。
Claims (12)
1.一种发动机启动方法,该方法用于具有一个内燃发动机并且具有至少一个作为驱动电机的电动机的机动车辆的内燃发动机,其中该内燃发动机和该电动机安排在一个共用的轴上,其中该内燃发动机和/或该电动机能够将转矩引入安排于传动系下游的一个变速器,并且在该内燃发动机与该电动机之间提供了一个分离离合器,该方法具有以下步骤:
a.增加该电动机的转矩,
b.增加该电动机的转速并且在该下游变速器的至少一个离合器处设定滑动状态,
c.使得该分离离合器接合以实现一个可传输转矩,该可传输转矩在该电动机的保留转矩与最大可传输转矩之间,
d.在该内燃发动机的转速已经至少基本上达到点火转速时,减小该分离离合器的可传输转矩,由此结束电动机转速的减小,并且使得电动机转速保持基本上恒定;
e.在内燃发动机已经在一时刻达到一个至少对应于点火转速的转速之后,执行内燃发动机的点火并且该分离离合器解除接合;
f.在所述时刻,结束该下游变速器的该至少一个离合器的滑动状态,
g.在所述时刻,结束该电动机的转矩增加;
h.在所述时刻点火之后,在内燃发动机达到电动机转速时,该分离离合器闭合。
2.根据权利要求1所述的方法,其特征在于该电动机的转速增加发生的程度为使得由此储存的动能足以使得该内燃发动机的转速增加到至少接近该内燃发动机的点火转速的一个转速值。
3.根据权利要求1或2所述的方法,其特征在于该分离离合器以一种转矩调制的方式发生接合或再一次解除接合,从而使得其以多阶段的方式受控地发生。
4.根据权利要求3所述的方法,其特征在于在一个第一阶段设定的该分离离合器的可传输转矩处于该电动机的保留转矩以上。
5.根据权利要求4所述的方法,其特征在于在一个第二阶段中设定的该可传输转矩相对于该第一阶段中设定的转矩是减小的。
6.根据权利要求5所述的方法,其特征在于该可传输转矩减小至该保留转矩的值或减小到零。
7.根据权利要求1或2所述的方法,其特征在于该分离离合器的摩擦时间在少于50ms的范围内。
8.根据权利要求3所述的方法,其特征在于在一个第一阶段设定的该分离离合器的可传输转矩相当于至少两倍的该电动机的保留转矩。
9.一种机动车辆,该机动车辆具有一个内燃发动机并且具有至少一个作为驱动电机的电动机,其中该内燃发动机和该电动机安排在一个共用的轴上,其中,通过该内燃发动机和/或该电动机,能够将转矩引入安排于该传动系下游的一个变速器中,并且在该内燃发动机与该电动机之间提供了一个分离离合器,用于执行根据以上权利要求中的至少一项所述的方法。
10.根据权利要求9所述的机动车辆,其中进一步地,在该内燃发动机与该电动机之间安排一个阻尼器或在该电动机的下游安排一个阻尼器。
11.根据权利要求9或10所述的机动车辆,其特征在于该变速器是具有两个离合器的一个双离合器变速器。
12.根据权利要求1或2所述的方法,其特征在于该分离离合器的摩擦时间在50ms至100ms的范围内。
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US9175633B2 (en) | 2015-11-03 |
FR2988440B1 (fr) | 2019-01-25 |
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US20130247870A1 (en) | 2013-09-26 |
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