CN107472241A - 用于运行驱动设备的方法以及相应的驱动设备 - Google Patents

用于运行驱动设备的方法以及相应的驱动设备 Download PDF

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Publication number
CN107472241A
CN107472241A CN201710438548.8A CN201710438548A CN107472241A CN 107472241 A CN107472241 A CN 107472241A CN 201710438548 A CN201710438548 A CN 201710438548A CN 107472241 A CN107472241 A CN 107472241A
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clutch
internal combustion
combustion engine
speed
torque
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CN201710438548.8A
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CN107472241B (zh
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A·布鲁斯伯格
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Audi AG
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Audi AG
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    • 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
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    • 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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    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
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    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • F16D2500/70252—Clutch torque
    • F16D2500/70264—Stroke
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

一种用于运行驱动设备(2)的方法，其具有内燃机(3)和电机(4)，驱动设备的输出轴(5)通过换挡离合器(17)与内燃机能有效连接并与电机持续有效连接，使输出轴在换挡离合器的第一换挡状态下与内燃机分离并在第二换挡状态下与其联接。在内燃机从静止状态启动的过程中在适配运行模式中进行离合器适配，在换挡离合器上通过以下方式调整额定离合器转矩，从而产生离合器打滑，并将内燃机以不点火的方式拖曳到第一额定转速且随后以不点火的方式以恒定的额定离合器转矩将内燃机拖曳到第二额定转速，在离合器适配之后完全打开换挡离合器并以点火的方式将内燃机驱动到与输出轴的实际转速相应的同步转速。本发明还涉及一种驱动设备。

Description

用于运行驱动设备的方法以及相应的驱动设备
技术领域
本发明涉及一种用于运行驱动设备的方法，该驱动设备具有内燃机和电机，其中，驱动设备的输出轴通过换挡离合器与内燃机能有效连接并且与电机持续有效连接，使得输出轴在换挡离合器的第一换挡状态下与内燃机分离并且在第二换挡状态下与该内燃机联接。本发明还涉及一种驱动设备。
背景技术
该驱动设备用于例如驱动机动车，即提供用于驱动机动车的转矩。该驱动设备配备有多个驱动单元，即，被构造成内燃机的第一驱动单元和被构造成电机的第二驱动单元。驱动设备由此是混合驱动设备。驱动设备配备有输出轴，在该输出轴上例如连接有多挡传动装置的变速器输入轴。将多挡传动装置或变速器输入轴与输出轴刚性地和/或持续地连接是有益的。还能够在输出轴和变速器输入轴或多挡传动装置之间设置另一个离合器，尤其是换挡离合器、变矩器等等。
输出轴与电机持续有效连接。例如，电机与输出轴同轴地布置，尤其是输出轴与电机的转子直接连接。有益的是转子位于输出轴上。但电机也能够具有其它布置。在内燃机和输出轴之间设有换挡离合器。能够相应地通过换挡离合器有效连接内燃机和输出轴，其中，内燃机在换挡离合器的第一换挡状态下与输出轴分离并且在第二换挡状态下与其联接。在第二换挡状态下，优选地在内燃机和输出轴之间建立起无滑动连接，即，不会出现换挡离合器的离合器打滑。
发明内容
本发明的目的是提供一种用于运行驱动设备的方法，该方法相对于公知的方法具有以下优点：借助通过输出轴提供的转矩、尤其是由电机提供的转矩来可靠和舒适地启动内燃机。
按照本发明此目的通过具有权利要求1的特征的方法来实现。在内燃机从静止状态启动的过程中在适配运行模式中进行离合器适配，其中，在换挡离合器上通过以下方式调整额定离合器转矩，从而产生离合器打滑，并且将内燃机以不点火的方式拖曳到第一额定转速且随后以不点火的方式以恒定的额定离合器转矩将内燃机拖曳到第二额定转速，并且其中，在离合器适配之后完全打开换挡离合器并且以点火的方式将内燃机驱动到与输出轴的实际转速相应的同步转速。
在适配运行模式中还能够进行以下设置：在内燃机启动过程中不仅将内燃机带到同步转速，而且同时进行离合器适配。在离合器适配的范围内更新换挡离合器的离合器组合特性曲线。离合器组合特性曲线确定的是与换挡离合器的调节量相关的从换挡离合器传输的转矩，其中，尤其是当将换挡离合器构造成盘式离合器时将例如压紧力用作为调节量。离合器组合特性曲线具有作为输入量的额定离合器转矩和作为输出量的调节量。在换挡离合器上调整额定离合器转矩时，相应地根据离合器组合特性曲线计算出与额定离合器转矩相应的调节量数值并且相应地运行换挡离合器。在换挡离合器上调整额定离合器转矩实现了利用根据额定离合器转矩从离合器组合特性曲线中计算出来的调节量来运行换挡离合器。
例如，基于换挡离合器的更换和/或损坏和/或变化的环境条件，当根据离合器组合特性曲线根据额定离合器转矩计算出调节量并且用来运行换挡离合器时，在额定离合器转矩和实际的通过换挡离合器传递的实际离合器转矩之间可能会出现偏差。由此越来越需要进行离合器适配，以便与离合器组合特性曲线相匹配从而理想地令实际通过换挡离合器传递的实际离合器转矩与利用换挡离合器调整的额定离合器转矩相符。
当驱动设备在适配运行模式中运行时，离合器适配是在内燃机启动的过程中进行的。在启动过程中，首先利用换挡离合器调整额定离合器转矩，其中，该额定离合器转矩的选择条件是令换挡离合器产生离合器打滑。换挡离合器由此并未完全闭合，所以内燃机并未与输出轴刚性连接。然后通过换挡离合器，即，借助通过换挡离合器传输的实际离合器转矩将内燃机拖曳到第一额定转速。
如果达到第一额定转速，内燃机随后同样以不点火的方式被拖曳到第二额定转速，其中，额定离合器转矩保持不变。第二额定转速与例如内燃机的最小转速相符，该最小转速是内燃机在没有额外转矩的情况下，也就是说单独基于其点火运行就能够朝向同步转速继续加速的那个转速。在额定离合器转矩恒定的情况下，内燃机的实际转速的转速曲线理想地呈现出实际转速持续走高的状态。为了将额定离合器转矩恒定保持在第一额定转速和第二额定转速之间，优选地令换挡离合器的调节量保持不变或将其调整成用于得到恒定的额定离合器转矩。
优选地当内燃机的实际转速处在第一额定转速和第二额定转速之间，尤其是超出一方面由第一额定转速限定的而另一方面由第二额定转速限定的整体转速范围时再真正进行离合器适配。基于内燃机的不点火运行，直至第二额定转速之前有足够长的时间来进行离合器适配。
在离合器适配之后，也就是达到第二额定转速之后，换挡离合器完全打开。然后内燃机被以不点火的方式驱动到与输出轴的实际转速相符的同步转速。随后换挡离合器能够重新闭合，尤其是进入到第二换挡状态，在该第二换挡状态下换挡离合器完全闭合，从而在输出轴和内燃机之间产生固定连接。由于换挡离合器是打开的并且内燃机以不点火的方式运行，尽管离合器适配正在进行也能够十分迅速地启动内燃机。
本发明的另一个构造方式提出：在离合器适配时根据内燃机的转速斜度计算出实际离合器转矩并且与额定离合器转矩进行比较，其中，在实际离合器转矩和额定离合器转矩之间存在偏差时进行换挡离合器的离合器组合特性曲线的适配。如上所述，离合器组合特性曲线的意义在于将额定离合器转矩转化成换挡离合器的调节量。
对于离合器适配而言必要的是：基于利用调节离合器所调整的额定离合器转矩来确定实际由其传输的实际转矩或实际离合器转矩和额定离合器转矩之间的差值。出于这个目的，至少要得出内燃机的转速斜度，即，内燃机的实际转速相对于时间的转速斜度。针对实际离合器转速还要考虑其它数值，尤其是内燃机的惯性力矩和/或内燃机的摩擦力矩，这些通常都与转速相关联。
假如在离合器适配过程中确定实际离合器转速偏离了额定离合器转速，那么随后在利用换挡离合器调整额定离合器转速时通过令实际离合器转速与额定离合器转速相符来相应地调整离合器组合特性曲线。有益的是在离合器适配过程中仅精确地利用换挡离合器调整额定离合器转矩。但也能够利用换挡离合器调整多个不同的额定离合器转矩和多个调节量，从而能够实现更为准确的离合器组合特性曲线的适配。在这种情况下内燃机的实际转速的转速曲线有益地具有多个子曲线，其中，每个额定离合器转矩都分配有一个子曲线。
在本发明的一个改进方案中，在内燃机达到第二额定转速之前阻止燃料喷入内燃机，而在达到第二额定转速之后则允许燃料喷入内燃机。上述内容已指出：直至达到第二额定转速之前应以不点火的方式运行或拖曳内燃机并且在达到第二额定转速之后对内燃机进行点火运行。这通过在相应的转速范围内阻止和允许燃料喷入来实现。
在本发明的一个有益的实施方式的范围内，使用第一额定转速和第二额定转速之间的线性转速曲线来确定实际离合器转矩。这一点在上述内容中也提及过。当然也可以通过不同的转速子曲线组合成转速曲线，其中，转速子曲线分别是线性的，但具有不同的转速斜度。通过这种方式能够基于多个额定离合器转矩或实际离合器转矩进行和相应更准确地实现离合器组合特性曲线的适配。
本发明的另一个优选的设计方案提出：驱动设备在正常运行模式中运行并且只有当自上次离合器适配之后换挡离合器的离合器操作超过特定数量或存在适配需求时才切换到适配运行模式，其中，在执行了离合器适配的内燃机启动过程之后重新切换到正常运行模式。还提出：驱动设备并非始终在适配运行模式中运行，而是当特定条件满足之时切换到适配运行模式。其余时间均在正常运行模式中运行。另外提出：在正常运行模式中不进行离合器适配。但还提出：在正常运行模式中额外地实现离合器适配。
例如，自上次离合器适配起算，当离合器操作的数量超过特定的临界值之时切换到适配运行模式。计数器在切换到适配运行模式之时或执行离合器适配之后将重新计算，例如归零。还提出：当在内燃机启动过程中确定例如由于内燃机实际转速过快或增长过慢导致实际离合器转矩明显偏离于额定离合器转矩，通常也就是说偏离于根据额定离合器转矩所预估的转速曲线时将切换到适配运行模式。在此情况下提出或产生了适配需求。
本发明的另一个有益的实施方式提出：在正常运行模式中可选择以不点火的方式或以点火的方式执行内燃机的启动，其中，根据至少一个状态参数来选择不点火或点火的启动。原则上驱动设备被构造成：无论是不点火还是点火都能够实现内燃机的启动。根据状态参数在不同的启动运行模式中进行选择。状态参数由此用来决定下一步是应该以不点火的方式还是以点火的方式执行内燃机的启动。
例如，将利用驱动设备调整的预设转速和/或预设转矩作为状态参数。预设转速和/或预设转矩例如通过机动车的驾驶者借助相应的操作装置或通过机动车的车辆辅助装置来确定。
在本发明的另一个设计方案中提出：在正常运行模式中为了实现不点火启动通过换挡离合器将内燃机以不点火的方式拖曳到同步转速，并且然后才允许燃料喷入。假如驱动设备在正常运行模式中运行并且应该启动内燃机，尤其是从静止状态中启动内燃机，那么要通过至少部分地闭合换挡离合器将内燃机以不点火的方式拖曳到同步转速。为此有益地重新将换挡离合器调整成存在离合器打滑的状态。
当内燃机达到同步转速时，允许燃料喷入，也就是说以点火的方式运行内燃机。此外，在达到同步转速时优选地完全闭合换挡离合器，即，将其与输出轴固定连接。与适配运行模式中的启动过程相比，内燃机在不点火的启动过程中明显更久地与输出轴相连接。由此，不点火的启动在正常运行模式中也适合执行离合器适配。在正常运行模式中优选地在不点火的启动过程中进行离合器适配。但还提出：在正常运行模式中不进行离合器适配。
本发明的另一个设计方案提出：在正常运行模式中为了实现点火启动通过换挡离合器在允许燃料喷入的情况下将内燃机拖曳到小于第二额定转速的最小转速，并且然后打开换挡离合器且以点火的方式将内燃机驱动到同步转速。作为不点火启动的备选，内燃机在正常运行模式中还能够以点火的方式启动。为此首先通过换挡离合器拖曳内燃机，即，拖曳到小于第二额定转速的最小转速。该最小转速优选地是第二额定转速的最高50％，最高40％或最高30％。拖曳到最小转速能够以点火的方式或以不点火的方式实现。
从达到第二额定转速时起允许喷入燃料，也就是由此以点火的方式运行内燃机并且结束拖曳。假如达到了最小转速，换挡离合器将打开并且进一步点火运行内燃机直到达到同步转速为止。内燃机的点火启动极其迅速地实现，因此内燃机能够非常迅速地达到同步转速。在点火启动时不执行离合器适配，其原因在于：内燃机的转速斜度不仅取决于实际离合器转矩，还另外取决于由内燃机所产生的转矩。
最后在本发明的另一个设计方案的范围内，在内燃机达到同步转速之后完全闭合换挡离合器。这种设置不仅适用于不点火启动和点火启动的正常运行模式还适用于适配运行模式。通过完全闭合换挡离合器，内燃机基本上与输出轴刚性连接。此时不存在离合器打滑。
本发明还涉及一种驱动设备，尤其是用于执行根据上述实施方式所述的方法，其中，该驱动设备具有内燃机和电机，并且驱动设备的输出轴能够通过换挡离合器与内燃机有效连接并且与电机持续地有效连接，使得输出轴在换挡离合器的第一换挡状态下与内燃机分离，并且在第二换挡状态下与内燃机联接。
所述驱动设备被构造成：在内燃机从静止状态启动的过程中在适配运行模式中进行离合器适配，其中，在换挡离合器上通过以下方式调整额定离合器转矩，从而产生离合器打滑，并且将内燃机以不点火的方式拖曳到第一额定转速且随后以不点火的方式以恒定的额定离合器转矩将内燃机拖曳到第二额定转速，并且其中，在离合器适配之后完全打开换挡离合器并且以点火的方式将内燃机驱动到与输出轴的实际转速相应的同步转速。
对这种方法或这种设计方案的优点已经探讨完毕。无论是驱动设备还是方法都能够根据上述实施方式进一步改进，对此可参照上述实施方式。
附图说明
下面根据附图中所示的实施例进一步阐述本发明，但本发明并不局限于此，其中：
图1示出了具有内燃机和电机的驱动设备的示意图；以及
图2示出了两个图表，其中展示的是适配运行模式中用于启动内燃机的转矩曲线和转速曲线。
具体实施方式
图1示出了没有详细展示的机动车的传动装置1的一部分。传动装置1具有驱动设备2，该驱动设备又具有内燃机3、电机4以及输出轴5。驱动设备2用来驱动机动车的至少一个轴6，该轴由两个子轴7和8组成，这两个子轴通过差速传动装置9连接到多挡传动装置11的变速器输出轴10上。在变速器输出轴10和差速传动装置9之间可以设置可选的换挡离合器12。
多挡传动装置11配备有变矩器13，该变矩器能够具有变矩器跨接离合器14。多挡传动装置11具有变速器输出轴15，该变速器输出轴优选地与变矩器13持续连接。变速器输出轴15能够直接或(如此处所示)通过阻尼器16——例如扭转振动阻尼器——与驱动设备2的输出轴5——尤其是刚性地和/或持续地——联接。
电机4被布置成与输出轴5同轴的并且有益地与该输出轴刚性地和/或持续地连接。与此相反，在内燃机3和输出轴5之间的有效连接在换挡离合器17处是可调的。例如，内燃机3在换挡离合器17的第一换挡状态下与输出轴5完全分离且由此与电机4完全分离。但内燃机3在换挡离合器17的第二换挡状态下与输出轴5或电机4联接。换挡离合器17能够或直接或间接地通过另一个阻尼器18连接到内燃机3上。阻尼器18优选地被设计成双质量飞轮。
驱动设备2原则上能够在不同的运行模式中运行，尤其是在正常运行模式和适配运行模式中运行。在正常运行模式中，内燃机3能够例如从静止状态借助不同的启动运行模式，即选择性地以不点火的方式或以点火的方式启动。在以不点火的方式启动内燃机3的过程中，首先将换挡离合器17部分地闭合从而在换挡离合器17处产生离合器打滑。为此利用换挡离合器17调整相应的额定离合器转矩。从输出轴5或电机4通过换挡离合器17传输过去的实际离合器转矩的用处在于将内燃机3拖曳到同步转速。
在不点火的启动过程中，内燃机3被以不点火的方式拖曳到同步转速之后才允许内燃机3的燃料喷入。利用换挡离合器17来调整额定离合器转矩直至内燃机3达到同步转速为止。假如是上述这种情况，换挡离合器17将被完全闭合。换挡离合器17在内燃机3的不点火的启动过程中始终至少部分地闭合，以便通过换挡离合器来传输大于零的实际离合器转矩。
作为备选，还能够以点火的方式启动内燃机3。为此换挡离合器17同样要至少部分地闭合从而借此调整额定离合器转矩。而额定离合器转矩的调整目的是产生离合器打滑。根据通过换挡离合器17传输的实际转矩将内燃机3以不点火的方式拖曳到最小转速。假如内燃机3达到了最小转速，则打开换挡离合器17并且在允许燃料喷入的情况下运行内燃机3且将其加速到同步转速。最小转速小于同步转速和/或第二额定转速。例如最小转速就是只要点火运行内燃机，内燃机3就能够自行加速的那个起始转速。
进行离合器适配是越来越有必要的，在此过程中换挡离合器17的离合器组合特性曲线得到调整或修正。为了进行离合器适配要从正常运行模式切换到适配运行模式。假如内燃机3在适配运行模式中启动，那么离合器适配在该启动过程中进行。为了在适配运行模式中启动内燃机3，要利用换挡离合器17将额定离合器转矩调整成产生离合器打滑。根据通过换挡离合器17传输的实际离合器转矩先将内燃机3以不点火的方式拖曳到第一额定转速，然后以不点火的方式以恒定的额定离合器转矩将其拖曳到第二额定转速。第二额定转速相应于上述最小转速。
在从第一额定转速拖曳至第二额定转速的过程中进行离合器适配。在内燃机3达到第二额定转速之后，也就是在结束离合器适配之后，完全打开换挡离合器17并且以点火的方式将内燃机3驱动到同步转速。该同步转速与输出轴5的实际转速相应。尽管执行了离合器适配，但与在正常运行模式中的不点火启动相比，通过这种方法和方式仍可能明显迅速地启动内燃机3。另外，此时离合器的负荷明显更小。
图2示出两个图表，其中，上方的图表示出转矩M在时间t时的转矩曲线，而下方的图表示出转速n在时间t时的转速曲线。曲线19描述了预设转矩，其通过机动车驾驶员预设。该预设转矩首先单独地由电机4提供，其转矩曲线关于时间由曲线20显示。内燃机3在此不工作；其也就首先不提供转矩。内燃机3的转矩曲线通过曲线21给出。内燃机的摩擦力矩在分别存在的内燃机3实际转速的情况下通过曲线22表示。最后，曲线23示出换挡离合器17的实际离合器转矩的曲线。曲线24描述了电机4的转速曲线、内燃机3的转速曲线25和输出轴5或变速器输出轴15的转速曲线26。
可以看出，由电机4提供的转矩首先相应于预设转矩。这是t<t1的情况。内燃机3不工作，使得其转速等于零。如果内燃机3在适配运行模式中启动，则首先对于t1≤t<t2来说提高了由电机4提供的转矩并因此提高了其转速。随后调节换挡离合器17上的额定离合器转矩，其大于零。这表明，通过换挡离合器17将优选地等于额定离合器转矩的实际离合器转矩施加到内燃机3上。相应地，从时间t＝t2起开始提高转速。
在时间点t＝t2，当在换挡离合器17上调整完额定离合器转矩之后，实际离合器转矩在时间范围t2≤t<t3内持续增大。内燃机3的转速增长也相应地开始加速。由电机4提供的转矩也进一步增大，尤其是达到与预设转矩和额定离合器转矩之和相应的那个转矩。另外，转矩中能够包括转速调节部分，以便恰好将打滑保持在电机4和变速器输入轴15之间。这对于可能发生的换挡离合器17的力矩错误或电机4和换挡离合器17之间的同步问题具有重大意义。内燃机3被拖曳直至达到第一额定转速为止。此时相应的时间点为t＝t4。
此后内燃机3的转速呈现几乎直线的增长直至达到第二额定转速为止。此时相应的时间点为t＝t5。在时间范围t4≤t<t5内进行换挡离合器17的离合器适配。在达到第二额定转速之后，换挡离合器17完全打开并且进一步以点火的方式加速内燃机。例如，在时间点t＝t6打开换挡离合器17且在时间点t＝t7闭合。已知内燃机3的转速在时间范围t8≤t<t9内达到电机4的转速并且随后补偿电动机的转速。相应地在时间点t＝t8开始闭合换挡离合器17。在时间点t＝t9换挡离合器17达到闭合状态。为此要将额定离合器转矩调整成大于为了启动内燃机3所使用的额定离合器转矩。
借助上述方法不仅能够顺利地利用电机4迅速地启动内燃机3，还能够顺利地执行离合器适配。另外，单独在适配运行模式中执行离合器适配，也就是说离合器适配并不用于内燃机3的每次启动。

Claims (10)

1.一种用于运行驱动设备(2)的方法，所述驱动设备具有内燃机(3)和电机(4)，其中，驱动设备(2)的输出轴(5)通过换挡离合器(17)与内燃机(3)能有效连接并且与电机(4)持续有效连接，使得输出轴(5)在换挡离合器(17)的第一换挡状态下与内燃机(3)分离并且在第二换挡状态下与该内燃机联接，其特征在于，在内燃机(3)从静止状态启动的过程中在适配运行模式中进行离合器适配，其中，在换挡离合器(17)上通过以下方式调整额定离合器转矩，从而产生离合器打滑，并且将内燃机(3)以不点火的方式拖曳到第一额定转速且随后以不点火的方式以恒定的额定离合器转矩将内燃机拖曳到第二额定转速，并且其中，在离合器适配之后完全打开换挡离合器(17)并且以点火的方式将内燃机(3)驱动到与输出轴(5)的实际转速相应的同步转速。
2.根据权利要求1所述的方法，其特征在于，在离合器适配时根据内燃机(3)的转速斜度计算出实际离合器转矩并且与额定离合器转矩进行比较，其中，在实际离合器转矩和额定离合器转矩之间存在偏差时进行换挡离合器(17)的离合器组合特性曲线的适配。
3.根据上述权利要求中任一项所述的方法，其特征在于，在内燃机(3)达到第二额定转速之前阻止燃料喷入内燃机(3)，而在达到第二额定转速之后则允许燃料喷入内燃机。
4.根据上述权利要求中任一项所述的方法，其特征在于，使用第一额定转速和第二额定转速之间的线性转速曲线来确定实际离合器转矩。
5.根据上述权利要求中任一项所述的方法，其特征在于，驱动设备(2)在正常运行模式中运行并且只有当自上次离合器适配之后换挡离合器(17)的离合器操作超过特定数量时或当存在适配需求时才切换到适配运行模式，其中，在执行了离合器适配的内燃机(3)启动过程之后重新切换到正常运行模式。
6.根据上述权利要求中任一项所述的方法，其特征在于，在正常运行模式中可选择以不点火的方式或以点火的方式执行内燃机(3)的启动，其中，根据至少一个状态参数来选择不点火或点火的启动。
7.根据上述权利要求中任一项所述的方法，其特征在于，在正常运行模式中为了实现不点火启动通过换挡离合器(17)将内燃机(3)以不点火的方式拖曳到同步转速，并且然后才允许燃料喷入。
8.根据上述权利要求中任一项所述的方法，其特征在于，在正常运行模式中为了实现点火启动通过换挡离合器(17)在允许燃料喷入的情况下将内燃机(3)拖曳到小于第二额定转速的最小转速，并且然后打开换挡离合器(17)且以点火的方式将内燃机(3)驱动到同步转速。
9.根据上述权利要求中任一项所述的方法，其特征在于，在内燃机(3)达到同步转速之后完全闭合换挡离合器(17)。
10.一种驱动设备(2)，尤其是用于执行根据上述权利要求中的一项或多项所述的方法，其中，所述驱动设备(2)具有内燃机(3)和电机(4)，并且驱动设备(2)的输出轴(5)能够通过换挡离合器(17)与内燃机(3)有效连接并且与电机(4)持续地有效连接，使得输出轴(5)在换挡离合器(17)的第一换挡状态下与内燃机(3)分离，并且在第二换挡状态下与该内燃机联接，其特征在于，所述驱动设备(2)被构造成：在内燃机(3)从静止状态启动的过程中在适配运行模式中进行离合器适配，其中，在换挡离合器(17)上通过以下方式调整额定离合器转矩，从而产生离合器打滑，并且将内燃机(3)以不点火的方式拖曳到第一额定转速且随后以不点火的方式以恒定的额定离合器转矩将内燃机拖曳到第二额定转速，并且其中，在离合器适配之后完全打开换挡离合器(17)并且以点火的方式将内燃机(3)驱动到与输出轴(5)的实际转速相应的同步转速。
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EP3263382B1 (de) 2020-08-05
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