CN103582749B - 用于车辆的优化启动的方法 - Google Patents

用于车辆的优化启动的方法 Download PDF

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CN103582749B
CN103582749B CN201180071301.8A CN201180071301A CN103582749B CN 103582749 B CN103582749 B CN 103582749B CN 201180071301 A CN201180071301 A CN 201180071301A CN 103582749 B CN103582749 B CN 103582749B
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startup
egr
gear
power
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CN103582749A (zh
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安德斯·埃里克松
约翰·比耶内顿
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Volvo Truck Corp
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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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • B60W40/13—Load or weight
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/022—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the clutch status
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H59/52—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on the weight of the machine, e.g. change in weight resulting from passengers boarding a bus
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/10—Weight
    • 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
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/43—Engines
    • B60Y2400/442—Exhaust gas recirculation [EGR]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F02D2200/1004—Estimation of the output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/74—Inputs being a function of engine parameters
    • F16H2059/743—Inputs being a function of engine parameters using engine performance or power for control of gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/023—Drive-off gear selection, i.e. optimising gear ratio for drive off of a vehicle
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S477/00—Interrelated power delivery controls, including engine control
    • Y10S477/90—Control signal is vehicle weight

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Control Of Transmission Device (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

本发明涉及一种用于车辆的优化启动的方法，其中，车辆的驱动传动系至少包括发动机、自动变速器、用于排气再循环（EGR）的系统，该发动机、自动变速器、用于排气再循环（EGR）的系统由驱动传动系管理系统（MS）控制，其中该管理系统能够确定车辆的质量（m）由此，至少根据所确定的车辆质量（m）来计算变速器的启动档位，其中，根据由EGR导致的动力损失（PL）来选择启动档位，并且其中：·确定由EGR导致的动力损失（PL），·确定用于启动车辆的可用动力（P），·根据所述可用动力（P）重新计算启动档位（LG），·在车辆启动（L）之前选择所述重新计算的启动档位（LG），·以所述重新计算的启动档位（LG）启动（L）车辆。

Description

用于车辆的优化启动的方法
技术领域
本发明涉及车辆驱动传动系的领域，更具体地，涉及一种用于控制和改善车辆（尤其是设有排气再循环（EGR）的多用途车辆）的启动的方法。
背景技术
在当前的设有EGR的车辆中，与EGR未启用时相比，当启用EGR时，选择较低的启动档位。选择较低的启动档位是因为EGR导致的动力损失。因此，为了启动车辆并达到行驶速度，需要额外的换档。这种额外的换档降低了舒适性，增加了驱动传动系中的部件上的应力和磨损，并且，从环保角度也是不希望的。
此外，已经证明，由EGR导致的动力损失对于每个EGR是单独的，其中，在标准的启动档位将可行的情况下，选择较低的起动档位。
因此，需要进行改进，以保持EGR的环保优势，但没有启动档位较低的缺点。
发明内容
本发明的目的是提供一种用于启动带有排气再循环（EGR）的车辆的创新性方法，其中部分避免了上述问题。此目的通过权利要求1所述的、用于车辆的优化启动的创新性方法来实现。
该方法可应用于具有驱动传动系的车辆上，该驱动传动系至少包括发动机、自动变速器、以及用于排气再循环（EGR）的系统。该驱动传动系由驱动传动系管理系统（MS）控制。该MS可包括数个不同的管理系统，例如发动机管理系统和变速器管理系统。车辆的主功能由该MS控制，其中，对于本应用来说，该MS可以获得或能够确定车辆的质量。该MS使用与车辆的质量有关的信息来计算变速器的启动档位。用于确定车辆质量的系统是公知的，这样的系统可在车辆启动期间确定车辆的质量，或可以是基于质量传感器的系统，或者可以是任何其他的系统来确定车辆的质量并根据此信息来计算至少取决于所述确定的质量的启动档位。
该创新性方法的特征在于，根据由EGR导致的动力损失来选择启动档位。这通过如下步骤完成：
·确定由EGR导致的动力损失，
·确定用于启动车辆的可用动力，
·根据所述可用动力重新计算启动档位，
·在车辆启动之前选择所述重新计算的启动档位，以及
·在所述重新计算的启动档位被接合的情况下启动车辆。
所述用于EGR的系统发送包括如下信息的信号：即，当在车辆的启动期间启用EGR时，损失了多少动力。然而，该动力损失取决于在启动期间使用的启动档位（即发动机的转速）和发动机动力，因而，所述MS首先针对每个可能的启动档位确定发动机的可用动力。然后，所述MS在减去针对各个档位的EGR动力损失的情况下、对该可用动力执行同样的计算操作，其中，选择了在减去EGR动力损失的情况下的最高可能档位。因此，所述重新计算的启动档位被选择和接合，且车辆能够以所述重新计算的启动档位启动。
由于该创新性方法，能够在首次启动之前选择正确的启动档位。此外，总是能够选择正确的档位，而不是因此选择比计算出的档位低的档位。由于所提出的这种创新性方法，提高了驾驶舒适性且车辆以更环保的方式行驶，这是因为达到所期望的行驶速度所需进行的换档较少。高启动档位的另一优点是驱动传动系上的磨损将降低，因为车辆能以较少的换档达到其行驶速度。本方法还具有如下优点：即，车辆将能够在用于启动车辆的可用动力通常不足的条件下启动，例如在满载的车辆在上坡时启动期间。
进一步的优点可通过实施从属权利要求的特征中的一个或数个来实现。在本创新性方法的第一有利实施例中，根据由EGR导致的动力损失和所选择的启动档位来控制起动离合器的接合。通过使离合器具有更长的接合时间，与离合器不具有更长接合时间时相比，能够选择更高的档位作为车辆的启动档位。
在本发明的另一个有利实施例中，所述方法还包括：在所述起动离合器的滑转期间减少EGR，其中，该再循环被减少到刚好允许从比在所述起动离合器的滑转期间未减少EGR时比相比更高的启动档位启动车辆的程度。这种措施意味着一种补充，如果计算出的可用动力刚好低于使用特定的起动档位的极限，通过减少再循环且因此降低由该再循环（EGR）导致的损失，可获得更多的可用动力来启动车辆。
通过减少EGR，可获得更多的可用动力，因此车辆将能够在更高的档位下启动。更高档位的优点补偿了EGR的减少，从而仍满足废气排放法规。此外，EGR的减少在如此短的时段内执行，因此，其在排放意义上的影响可忽略不计，尤其是因为更高启动档位的使用能够补偿排放的增加，使得来自整个启动过程的排放降低了。
在本发明的另一个有利实施例中，该方法还包括在车辆的整个启动期间减少EGR的步骤。“车辆的启动”被限定为从起动离合器开始接合到初始启动之后的第一次换档之间的时间间隔。通过减少EGR，获得了更多的可用动力，因此车辆将能够在更高的档位下启动。更高档位的优点补偿了EGR的减少，从而仍满足废气排放法规。而且，EGR的减少在如此短的时段内执行，因此，其在排放意义上的影响可忽略不计。
该方法还包括如下步骤：评估车辆的启动，其中，关于预期速度、加速度、离合器的接合及换档与实际的启动过程如何对应来评估车辆的启动。在车辆的每次启动之后，评估该启动的耗时并将其与预期的启动耗时进行比较，其中，与预期的启动耗时之间的任何偏差可用于优化车辆的下一次启动。
在本创新性方法的一种有利变型中，该方法还包括第一和第二紧急启动措施，其中，第一紧急措施是升高通过排烟限制器（smokelimiter）设定的发动机扭矩极限。该排烟限制器被设定为最小化来自车辆排气管的排烟。通过在该启动期间或该启动的一部分期间升高此扭矩极限，可获得来自车辆发动机的更多动力，因此可进行车辆的启动。在该启动过程之后，上述通过排烟限制器设定的扭矩极限被调整到其正常值。
第二紧急措施是升高通过车轴保护极限（axle protection limit）设定的发动机扭矩极限。该扭矩极限被设定为不使车辆的车轴过载。车辆的车轴被确定尺寸以用于特定的载荷和寿命，其中包括了一定的安全裕度。然而，此扭矩极限被设定为带有一定的裕度，从而，更高的载荷可施加到车轴而不会造成任何损害。然而，这仅可在有限的时段内执行有限的次数。
上述的升高通过车轴保护极限和/或排烟限制器设定的发动机扭矩极限的方法步骤是紧急措施，这应当在车辆不能在最低档位下启动时使用。这种紧急情况例如可能发生在车辆承受重载且在上坡时启动的情况下。
为了保护车辆的车轴，该方法可还包括如下步骤：统计在启动过程期间、升高车轴的扭矩极限且随后超过该车轴扭矩极限的次数。其中，当升高所述扭矩极限且超过该扭矩极限达到了预定次数时，从该方法中永久地排除升高车轴的扭矩极限的方法步骤。通过引入此计数器以及车轴的扭矩极限被允许暂时升高和超过的最大次数，仍能够确保车轴的长寿命并维持车辆的安全性。
附图说明
现在，将参考唯一的附图来详细描述本发明，该图示出了所述创新性方法的实施过程的流程图。下面，将简单地通过例举本发明的一种实现方式而仅仅示出和描述本发明的一个实施例。
具体实施方式
本发明不限于所展示的具体流程图，而是包括处于权利要求书的范围内的所有变型。当然，可在本发明的范围内改变上述用于达到启动档位的各个步骤的内部顺序，并且可根据车辆的需求和法规来改变。
本方法适用于启动具有驱动传动系的车辆，该驱动传动系至少包括发动机、自动变速器、以及用于排气再循环（EGR）的系统。该驱动传动系由驱动传动系管理系统（MS）控制。该MS可包括数个管理系统，例如发动机管理系统和变速器管理系统，这些管理系统彼此通信和交互。车辆的主功能由该MS控制，其中，对于本应用来说，该MS可以获得或能够确定车辆的质量。上述创新性方法由该MS执行。
该MS使用与车辆的质量有关的信息来计算变速器的启动档位。用于确定车辆质量的系统是公知的，这样的系统可在车辆启动期间确定车辆的质量，或可以是基于质量传感器的系统，或者可以是任何其他的系统来确定车辆的质量并根据此信息来计算至少取决于所述确定的质量的启动档位。
该方法起始于如下步骤：根据车辆的质量m和可用于启动车辆的动力P来确定启动档位LG=n。该动力P是用于启动车辆的可用动力，尤其是将发动机的可用动力E减去由EGR导致的动力损失PL而得到的动力。从而，与根据发动机的可用动力E来确定启动档位并因此使用更低的档位来补偿由EGR导致的动力损失PL时相比，选择了最高可能的启动档位来启动车辆。因此，将总是更有效地启动车辆。
然而，存在多种升高可用动力P或允许在相同的可用动力P下使用更高启动档位的措施。因此，如果更高的启动档位LG=n+1是可行的，则可逐步实施这些措施。其中，所述流程图中示出的实施过程的顺序仅是优选的实施例，然而，其他的实施顺序也是合适的，这取决于MS中的不同功能的优先级。
然而，在此所示的优选实施例中，首先调整离合器的滑转s，以便车辆能够以比所确定的档位高的启动档位来启动。通过调整离合器的滑转使得该离合器在更长时间内滑转，车辆能够以更低的可用动力启动。明显地，根据合理的极限来调整离合器的滑转，其中对于驾驶员来说，离合器滑转s的差值基本上是注意不到的。如果调整离合器的滑转s使得车辆能够在更高的启动档位LG=n+1上启动，则可在不进行任何进一步调整的情况下启动车辆，如果不能，则执行另一个调整。
作为第二个调整rE，能够减少EGR的再循环，其中，由EGR导致的动力损失PL降低了，因此，更多的动力P变得可用。如果对EGR的调整rE使得车辆能够在更高的启动档位LG=n+1上启动，则车辆能够以启动档位LG=n+1启动。
如果启动档位为0（即，车辆不能启动），则必须进行进一步的紧急调整，以允许车辆确实能够启动。作为紧急调整tlS、tlA，通过排烟限制器设定的发动机扭矩极限（tlS）和/或通过车轴保护极限设定的发动机扭矩极限（tlA）可在车辆的一部分启动期间或整个启动期间暂时升高。通过升高所述扭矩极限中的一个或两个，更多的发动机动力E可供利用且可达到更高的启动档位LG=n+1，这是因为：如此升高的可用动力P、即车辆的启动可在第一档上实现。
然而，为了维持车轴的安全性和预期寿命，车轴的扭矩极限tlA被升高且超过该扭矩极限的次数必须不超过预定次数。因此，在车辆启动期间，随着车轴的扭矩极限tlA每次被升高且随后超过该扭矩极限，计数器c被触发为c+1，其中，当计数器达到预定次数c+1=MAX时，从该方法中排除e.tlA升高扭矩极限tlA的可能性。
如果上述的所有调整仍不足以实现以所述档位LG=n+1启动，则该MS选择并接合档位LG=n以用于启动。
当确定发现并选择了最优的（即，最高可用的）启动档位时，进行车辆的启动L。在该启动期间，对车辆进行监测，其中，把由此检测到的该启动的检测值与该启动的期望值进行比较，其中，与该启动的期望值的偏差被作为反馈FB给出，以在车辆的下一次启动期间使用。特别地，监测车辆的启动时间，从而，如果启动车辆所花的时间大于期望的时间，则所述MS使用该反馈FB来升高该方法对于下一次起动的精度。
在权利要求中提及的附图标记不应视作限制由权利要求保护的主旨的范围，它们唯一的功能是使权利要求更容易理解。
应当理解，在不脱离所附权利要求的范围的情况下，本发明可在各种明显的方面进行变型。因此，附图及说明书应视作本质上是说明性而非限制性的。

Claims (8)

1.一种用于车辆的优化启动的方法，其中，所述车辆的驱动传动系至少包括发动机、自动变速器、用于排气再循环(EGR)的系统，所述发动机、所述自动变速器和所述用于排气再循环(EGR)的系统由驱动传动系管理系统(MS)控制，其中，所述管理系统能够确定所述车辆的质量(m)，由此，至少根据所确定的所述车辆的质量(m)来计算所述变速器的启动档位，
其特征在于，
根据由所述EGR导致的动力损失(PL)来选择启动档位，其中：
·确定由所述EGR导致的动力损失(PL)，
·确定用于启动所述车辆的可用动力(P)，
·根据所述可用动力(P)重新计算所述启动档位(LG)，
·在所述车辆启动(L)之前选择所述重新计算的启动档位(LG)，以及
·在所述重新计算的启动档位(LG)被接合的情况下启动(L)所述车辆。
2.根据权利要求1所述的方法，其中，所述方法还包括：
·根据由所述EGR导致的动力损失和所选择的启动档位来控制(s)起动离合器的接合。
3.根据权利要求2所述的方法，其中，所述方法还包括：
·在所述起动离合器的滑转期间减少(rE)所述EGR。
4.根据权利要求1或2所述的方法，其中，所述方法还包括：
·在所述车辆的整个启动期间减少(rE)所述EGR。
5.根据权利要求1或2所述的方法，其中，所述方法还包括：
·评估(FB)所述车辆的启动。
6.根据权利要求1或2所述的方法，其中，所述方法还包括：
·升高(tlS)通过“排烟限制器”设定的发动机扭矩极限。
7.根据权利要求1或2所述的方法，其中，所述方法还包括：
·升高(tlA)通过车轴保护极限设定的发动机扭矩极限。
8.根据权利要求7所述的方法，其中，所述方法还包括：
·统计(c+1)升高所述车轴的扭矩极限且超过该扭矩极限的次数，
·当升高所述车轴的扭矩极限且超过该扭矩极限已达到了预定次数时(c+1＝MAX)，排除(e.tlA)升高所述车轴的扭矩极限的可能性。
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