CN108698590A - 用于启动混合动力车辆的内燃机的方法和用于运行该方法的控制单元 - Google Patents

用于启动混合动力车辆的内燃机的方法和用于运行该方法的控制单元 Download PDF

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CN108698590A
CN108698590A CN201780013818.9A CN201780013818A CN108698590A CN 108698590 A CN108698590 A CN 108698590A CN 201780013818 A CN201780013818 A CN 201780013818A CN 108698590 A CN108698590 A CN 108698590A
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internal combustion
combustion engine
torque
clutch
motor
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蒂莫·克斯廷
马尔科·罗厄
王珅
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/38—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 apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
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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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
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  • Automation & Control Theory (AREA)
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Abstract

本发明公开了一种用于启动在混合动力车辆中的驱动系的内燃机的方法，所述混合动力车辆具有至少一个内燃机和至少一个电动机作为并联的混合动力装置，尤其是所谓的P2装置中的驱动设备。

Description

用于启动混合动力车辆的内燃机的方法和用于运行该方法的 控制单元
技术领域
本发明涉及一种用于启动在混合动力车辆中的驱动系的内燃机的方法，所述混合动力车辆具有至少一个内燃机和至少一个电动机作为并联的混合动力装置中的，尤其是所谓的P2装置中的驱动设备。
背景技术
本发明的核心是，在混合动力车辆以纯电模式运行期间，内燃机的启动改进可控制性并且被如此设计，使得满足至少两种不同的启动要求。一方面是所谓的舒适启动，它的重点在于在耗费启动时间的前提下使得驾驶员感到舒适的启动过程。另一方面能够是快速启动，它的重点是在降低驾驶员舒适性的前提下缩短启动过程并且使得启动过程更有效率。
为了启动内燃机，必须将内燃机加速到最小启动转速，以便随后能够借助燃料供应和点火启动内燃机。为了启动内燃机，为内燃机而设的电机必须提供必要的启动力矩。如果在电动行驶期间启动混合动力车辆的内燃机，则内燃机的启动能够这样损害该电动行驶，即一部分电能被用于内燃机的启动，并且因此减少了能用于驱动的能量。
由在变速器输入端上的电动机构成的以所谓的P2布置中的并联混合动力布置是已知的，其中，该电动机通过离合器与内燃机分离。对于由纯电动行驶触发的内燃机启动在该布置中已知不同的运行策略。
在内燃机启动时，在确定实时的内燃机力矩时通常存在较大的不精确性，该内燃机力矩作用在车轮上。即始终不能明确，产生了多少内燃机力矩。这种确定在动态状况下更难，因而已知的启动策略通常存在这样的问题，从纯电驱动到混合驱动的过渡过程，即在行驶时内燃机的启动，被驾驶员部分地明显地感知到，以及通过与驾驶员期望力矩的偏差感知到。
发明内容
本发明所要解决的技术问题是，在内燃机启动期间保持驾驶员要求的期望力矩，并且在这种情况下简化调节/控制。在此，应该实现至少两种不同的启动流程，其中，第一启动流程的重点在于行驶舒适性，并且第二启动流程的目的在于迅速地转换提高的期望力矩。
所述技术问题被如此解决，降低确定实时的内燃机力矩的不精确性，或消除在动态时的影响。为此，确定内燃机的运行点，内燃机能够快速地到达该运行点，以便在发动机启动时形成尽可能低的动态变化。因为能够在动态运行状态下明显更精确地确定电动机的力矩，所以将调节的重点转移到对电动机力矩的调节，因而在启动过程中能够如此调节车轮力矩，使得该车轮力矩正好等于驾驶员期望力矩。因此，也通过在电动机和变速器之间的离合器保证了驾驶员期望力矩。该力矩越被更好地调节，发动机启动越快速且越舒适。在发动机启动结束时，在同步过程中重要的是非常准确地实现驾驶员期望力矩，以便能够实现舒适的且快速的同步。
此外，所述技术问题被如此解决，启动策略与相应的行驶状况相匹配。根据边界条件，例如驾驶员期望力矩或者说行驶踏板的位置及梯度，区分至少一个舒适启动和至少一个快速启动。如果驾驶员例如完全踩下加速踏板，例如为了迅速超车，则根据本发明的方法选择快速启动。但是，如果行驶踏板的位置保持不变并且例如因电池的电量降低到特定的数值而启动内燃机，则选择舒适启动，因为由于没有较强的加速需求，较长的启动过程时间是没有问题的。
本发明在并联混合动力驱动系统中实现，其中，在内燃机和电动机之间设有第一离合器，即所谓的K0离合器。在电动机和变速器之间设有第二离合器，即所谓的K1/2离合器。根据本发明的方法能够在这种情况下通过各变速器实现，只要能够调节它们的离合器容量因此，也可考虑双离合变速器或者自动化的传统变速器。重要的是，只要离合器容量能被预设或调整即可。
本发明首先涉及一种用于启动在混合动力车辆的驱动系中的内燃机的方法。
根据本发明，在此重要的是内燃机控制方面，在整个的启动阶段恒定地利用力矩控制内燃机，在此期间没有涡轮增压器处于激活状态。
这种设计通常用于纯自然吸气发动机(Saugermotor)的情况，但是，如果以最大的吸气力矩(Saugermoment)控制发动机，在使用涡轮发动机的情况下是特别有效的。利用吸气力矩表示发动机力矩，其中，涡轮增压器仍不工作。这种吸气力矩能够由发动机非常快速地和恒定地提供，并且因此相比在运行涡轮增压器情况的力矩，能够明显更可靠地确定吸气力矩。
本发明的应用明确地不局限于具有涡轮增压器的装置，而是还包括自然吸气发动机。尤其还能够考虑具有柴油发动机或者汽油发动机的装置应用根据本发明的方法。
两个驱动设备的同步只是通过K0离合器来保证。由此产生的滑摩的提高(在恒定的内燃机力矩的情况下)必须通过滑摩调节器并因此通过降低电动机力矩避免：该内燃机力矩在同步期间有意地被保持恒定。因此为了保持滑摩恒定，在K0离合器闭合且相应地内燃机和电动机力矩相叠加时，滑摩调节器降低电动机的力矩。
在这种情况下，控制单元HCU(Hybrid Control Unit)通过滑摩调节器调节滑摩，该滑摩调节器如此调整电动机力矩，使得达到额定滑摩或恒定地保持额定滑摩。额定滑摩可被理解为恒定的调节参数，通过应用程序定义该调节参数。该调节参数越小，这种方法原则上越好。当然，不是总能够将滑摩设置得太小。
TCU在这种特别的滑摩模式中将K1/2的离合器力矩调整到驾驶员期望力矩，并且忽略实时的发动机力矩。
滑摩调节器的调节参数在发动机启动期间只是电动机力矩，用于调整保证滑摩的电动机转速。K1/2的离合器力矩不是滑摩调节的一部分，并且因此保持在驾驶员期望力矩上。因为K1/2的离合器力矩是用于车轮力矩的相关量，所以驾驶员不会感觉到发动机启动对车轮力矩的影响，只要电动机转速高于变速器输入端转速即可。通过滑摩调节器保证这种状态。
这种策略不仅在驱动系的牵引运行下可行，而且在驱动系的滑行运行下也可行。唯一的区别在于，电动机转速在滑行运行下必须低于变速器输入端转速，并且因此滑摩调节器调控负向滑摩。根据本发明的方法不仅在滑行运行时实现发动机启动，而且在牵引运行时也可实现发动机启动。
在本发明的另外的实施方式中，该方法具有两个启动变化方案：基于发动机启动的特定的触发条件，例如行驶踏板阈值或者行驶踏板梯度阈值(例如在超车期间，驾驶员快速踩下加油踏板)能够选择两种不同的发动机启动变化方案。一种是所谓的舒适启动，重点在于在耗费启动时间前提下具有舒适的发动机启动性能。另一种是所谓的快速启动，相反地调整启动时间并因此快速地得到驱动设备的力矩。这会牺牲一定的舒适性。
在启动之后进行力矩传递，根据驾驶员期望力矩计算内燃机的额定力矩。内燃机的力矩缓慢达到额定力矩，由驾驶员期望力矩减去实时的内燃机力矩计算出电动机的额定力矩。
本发明还涉及一种用于运行根据本发明的方法的控制单元。该控制单元用于在驱动系的单独的部件之间传递信号，并且基于所传递的信号进行控制。在此，控制单元是独立的控制器。但是，这种单元还能够集成在发动机控制器或者变速器控制器中。
附图说明
在附图中和在下面的说明中详细阐述本发明的实施例。附图为：
图1示出以并联的结构方式-所谓的P2布置方式的混合动力车辆的驱动系，
图2示出用于舒适启动的具有转速和扭矩的曲线图，
图3示出用于快速启动的具有转速和扭矩的曲线图。
具体实施方式
图1示出以并联的结构方式布置的混合动力车辆的驱动系的示意图。在内燃机11和电动机12之间设有第一离合器K0 13，在图中该第一离合器处于断开状态。电动机以转速nEM旋转，相对地，内燃机未运行、也未被牵引，它的转速nV等于零。在电动机12和变速器15(在此是双离合变速器)之间设有第二离合器K1/2 14。
图中还示出了信号传递装置HCU 16(Hybrid Control Unit，混合动力控制单元)，即附加的控制器，该控制器在混合动力车辆中控制驱动系的部件并因此控制根据本发明的方法。技术问题能够利用相应的技术方案被发动机控制器或者变速器控制器所解决。HCU16借助信号传递与设备11,12,13,14,15进行通讯，并且因此交换数据和控制命令，并且运行根据本发明的方法。
图2示出用于在舒适模式下启动混合动力车辆中的内燃机的方法。示意性示出了，用于舒适启动的转速和扭矩关于时间的曲线图，其中，时间轴线被示意性地分为多个阶段。阶段1至6的编号在这种情况下与相应地在该阶段内进行的方法步骤S1至S6相关联。在这种情况下，一个方法步骤能够具有多个分步骤，下面还会进行详细阐述。示出了，内燃机的转速nV 111，电动机的转速nEM 112，内燃机的扭矩MV 211以及电动机的扭矩MEM 212。另外的曲线表示不同的离合器力矩，并且由此表示在闭合、断开或者滑摩模式下的切换可能性。这些是K0的离合器力矩MK0 213和K1/2的离合器力矩MK1/2 214。
此外示出，变速器输入端转速100和驾驶员期望扭矩200，其中，只要驾驶员不要求改变，变速器输入转速就应该保持恒定；只要驾驶员不要求改变，驾驶员期望扭矩就应该保持恒定。
在阶段1中，提供用于混合动力车辆的起始行驶状态(Ausgangsfahrbetrieb)，即纯电运行状态的条件，从而电动机以转速nEM 112转动，并且离合器K0被断开，并且内燃机未运行。因为离合器K1/2处于闭合状态，所以nEM 112还等于变速器输入端转速100。阶段1仍以图1中的布置方式为基础。
阶段1描述了用于根据本发明的方法的起始位置，并且能够表示相应的时间长度，根据希望纯电行驶多久以及根据电池的电量状况能够得出该时间长度。原则上，阶段1因此能够在点燃内燃机前持续多个小时或天。内燃机启动的时间点，即阶段1的终点是阶段2的起点，即根据本发明的方法的起点。该起点通过这样的条件启动，如电池的电量状况过低或者用于快速启动的触发条件被触发。能由驾驶员选择的运行状态能够在此产生一定影响，在该运行状态中能够限制或者优选内燃机运行。
以阶段2开始根据本发明的方法。在阶段2中控制器将离合器力矩MK1/2 214精确地调整到驾驶员期望力矩200之后，阶段2以nEM 112通过电动机的转速调节的提高为起点。
与传统的离合器控制策略相比，不再超压离合器或者将离合器保持在微滑摩状态，而是离合器性能必须精确地与驾驶员期望力矩相匹配。这种离合模式被称为滑摩模式。恒定的滑摩转速的维持只能通过电动机的转速调节器来得到保证。为了不影响车轮力矩，用于滑摩调节的离合器力矩不被改变。
在图2中所示的曲线在这种情况下只是示出离合器力矩示意性地下降到驾驶员期望力矩，并且只是降低离合器的超压部分，以便在电动机的转速调节期间不再传递多于驾驶员所要求的力矩。
阶段3a开始于，以限定的力矩闭合之前断开的K0。额定力矩取决于内燃机的牵引力矩。同时，同样地提高MEM，由此保持nEM恒定。通过K0力矩牵引内燃机。
内燃机力矩Mv的额定值现在被设置在一个恒定数值上，并且在剩余的发动机启动阶段中不再被改变。通过内燃机的最大力矩限定额定力矩，在最大力矩下涡轮增压器仍未工作或只是不起重要作用地运行(还称为“吸气力矩”)。内燃机的牵引随后至少如此久地进行，直至达到用于启动内燃机的最小转速nVstart。
在实际启动内燃机之后，接着同步两个驱动设备的转速nEM和nV：
在点火或启动内燃机之后，K0再次被完全断开，从而内燃机或它的扭矩首选不会作用在变速器输入端。
第一喷射的精确时刻和因此内燃机的第一点火点由发动机控制器ECU(EngineControl Unit)确定。在阶段3a的开始阶段，在发动机控制器上进行喷射。从该时刻起，内燃机开始喷射，直至满足所有的边界条件，例如在凸轮轴和曲轴之间实现同步或者满足启动转速。还可能的是，未再次断开K0，虽然发动机已经开始喷射。
用于舒适启动的根据本发明的方法的实施方式另外以此为基础，只通过nV(再次)断开K0。内燃机的转速nV随后被提高到nVcomf，该转速适于，引导内燃机和电动机在用于舒适启动的条件下的同步。所述nVcomf高于nEM，但是应该不高出太多。
一旦内燃机转速nV超过变速器输入端转速加上能参数化的偏移量，则开始闭合K0离合器。
在这种情况下，HCU还将通过上面所述的滑摩调节器调节K1/2的滑摩，如此调整MEM(212)，使得达到或恒定地保持额定滑摩。在达到所述的吸气力矩的情况下，Mv(211)保持恒定。
在该阶段中，离合器力矩MK1/2(214)保持在驾驶员期望力矩200上，并且忽视实时的发动机力矩MEM 212和MV 211。因此保证了，车辆在发动机启动区间不会意外地加速或减速。
接着，随着阶段4的开始，离合器力矩MK0 213被连续提升，直至K0再次闭合。因此，只通过K0保证实现在电动机和内燃机之间的同步。由此必须通过在HCU上的滑摩调节器并且因此通过降低MEM 212避免产生滑摩的提升。
通过在中间时间阶段中再次断开K0，使得重点明显落在耗费启动时长的较舒适的发动机启动特性上。(相反地，下面还在图3中所示的快速启动的重点在于启动时长并因此快速形成力矩-这会牺牲一定的舒适性。)
随着转速nEM与nV实现同步，K0在阶段5开始时被完全闭合。至此一直处于滑摩模式的K1/2现在同样被逐渐闭合，或它的离合器力矩被连续提升，直至转速111和113与变速器输入端转速100同步。因此调整了K1/2离合器控制装置的起始状态，方法是，根据传统的控制策略，，超压离合器或者微滑摩调节器进行工作。
在随后的阶段6中，内燃机的转速，电动机的转速和变速器输入端的转速同步。两个离合器都被闭合。在驱动设备下进行力矩传递，根据驾驶员期望力矩200计算内燃机的额定力矩。Mv(211)作为额定力矩。由此由[驾驶员期望力矩减去Mv(211)]计算MEM(212)。根据内燃机的扭矩的提升降低电动机的扭矩。
更上一层地，阶段3b和4能够被一起理解为同步阶段或启动-同步阶段，并且因此将这些方法步骤总结为Ssync。在这个阶段期间，在方法步骤的具体运行中，实现舒适启动与快速启动的差异化。一般地，这种同步阶段或启动-同步阶段能够总结为内燃机的启动，将它的转速提高到适合同步的转速。
图3示出用于在快速启动模式下启动混合动力车辆中的内燃机的方法。图示的术语和标记与图2相一致。与图2所示的方法的流程不同之处在于阶段3b’和4’，如下所述：
同样地，随着内燃机的点火或启动，开始阶段3b或3b’。但是，对于快速启动，不断开K0，而是明显地提升K0的离合器力矩MK0。触发也是只通过nV实现(如同在舒适启动的情况下再次断开K0一样)。
因此，在阶段3b’中，发动机的扭矩已经作用在变速器输入端。
因此，内燃机的转速nV被如此大地提升到转速nVfast，这适合于，在设置用于快速启动的条件下引导内燃机和电动机的同步。与舒适启动相比，这种转速nVfast已经低于nEM，因而能够更早地实现同步。阶段3b’在实际中也明显比舒适启动的阶段3b更短。
随后，在阶段4’开始时，再次闭合K0，由此阶段4’也明显短于阶段4，因为直至完全闭合K0，力矩差明显小于在舒适启动情况下的力矩差。
附图标记列表
1 驱动系
11 内燃机
12 电动机
13 离合器K0
14 离合器K1/2
15 变速器
16 控制器
100 变速器输入端转速
111 内燃机的转速nV
112 电动机的转速nEM
200 驾驶员期望力矩
211 内燃机的扭矩Mv
212 电动机的扭矩MEM
213 离合器力矩MK0
214 离合器力矩MK1/2

Claims (10)

1.一种用于启动混合动力车辆的驱动系(1)的内燃机(11)的方法，所述驱动系至少包括：
-内燃机(11)，所述内燃机能够以转速nV(111)和扭矩MV(211)运行，并且在nV≥nVstart时能够启动所述内燃机，
-电动机(12)，所述电动机能够以转速nEM(112)和扭矩MEM(212)运行，
-变速器(15)，
-安置在内燃机(11)和电动机(12)之间的离合器K0(13)，所述离合器K0能够以离合器力矩MK0(213)在断开状态、闭合状态或者滑摩模式之间切换，
在所述断开状态，MK0(213)＝0，
在所述闭合状态，MK0(213)＝MK0max，
在所述滑摩模式，MK0(213)＝MK0slip，
-安置在电动机(12)和变速器(15)之间的离合器K1/2(14)，所述离合器K1/2能够以离合器力矩MK1/2(214)在断开状态、闭合状态或者滑摩模式之间切换，
在所述断开状态，MK1/2(214)＝0，
在所述闭合状态，MK1/2(214)＝MK1/2max，
在所述滑摩模式，MK1/2(214)＝MK1/2slip，
其中，所述驱动系在开始所述方法时处于纯电行驶模式，其中，MK0＝0且MK1/2＝MK1/2max，且nEM＞0，
所述方法至少包括如下方法步骤，
S2：提高所述nEM(112)
在有驾驶员期望力矩(200)的情况下将所述MK1/2(214)降低到MK1/2slip
S3a：将所述MK0(213)提高到MK0slip
在nV≥nVstart时：
Ssync：启动所述内燃机(11)
将所述MV(211)设置在预定值
提高所述nV(111)提高所述MK0(213)到MK0max
降低所述MEM
在nEM＝nV时：
S5：将所述MK1/2(214)提高到MK1/2max。
2.根据权利要求1所述的方法，还包括方法步骤
S6：由驾驶员期望力矩(200)计算所述MV(211)的额定值
用驾驶员期望力矩减去MV(211)计算所述MEM(212)的额定值。
3.根据权利要求1或2所述的方法，其中，所述方法步骤Ssync总共具有下面的分步骤：
S3b：启动所述内燃机(11)
将所述MV(211)设置在预定值
将所述MK0降低到0
将所述nV(111)提高到nVcomf，其中，nVcomf＞nEM
在实现nV＝nVcomf时：
S4：将所述MK0(213)提高到MK0max
降低所述MEM
其中，nVcomf表示满足用于舒适启动的预定的条件的nV。
4.根据权利要求1或2所述的方法，其中，所述方法步骤Ssync总共具有下面的分步骤：
S3b’：启动所述内燃机(11)
将所述MV(211)设置在预定值
提高MK0
将所述nV(111)提高到nVfast，其中，nVfast＜nEM
在实现nV＝nVfast时：
S4：将所述MK0(213)提高到MK0max
降低所述MEM
其中，nVfast表示满足用于快速启动的预定的条件的nV。
5.根据权利要求3或4所述的方法，其中，对于S4连续地提高所述MK0(213)。
6.根据权利要求3至5中任一项所述的方法，其中，对于S2连续地降低所述MK1/2(214)到MK1/2slip。
7.根据权利要求3至6中任一项所述的方法，其中，对于S5连续地提高所述MK1/2(214)到MK1/2max。
8.根据权利要求1至7中任一项所述的方法，其中，将所述MV设置到预定值Msauger，所述预定值等于最大的扭矩，在所述最大的扭矩以下，所述内燃机在没有涡轮增压器的情况下工作。
9.一种用于运行根据权利要求1至8中任一项所述的方法的控制装置。
10.一种用于混合动力车辆的驱动系，至少包括
-内燃机(11)，所述内燃机能够以转速nV(111)和扭矩MV(211)运行，并且在nV≥nVstart时能够启动所述内燃机，
-电动机(12)，所述电动机能够以转速nEM(112)和扭矩MEM(212)运行，
-变速器(15)，
-
-安置在内燃机(11)和电动机(12)之间的离合器K0(13)，所述离合器K0能够以离合器力矩MK0(213)在断开状态、闭合状态或者滑摩模式之间切换，
在所述断开状态，MK0(213)＝0，
在所述闭合状态，MK0(213)＝MK0max，
在所述滑摩模式，MK0(213)＝MK0slip，
-安置在电动机(12)和变速器(15)之间的离合器K1/2(14)，所述离合器K1/2能够以离合器力矩MK1/2(214)在断开状态、闭合状态或者滑摩模式之间切换，
在所述断开状态，MK1/2(214)＝0，
在所述闭合状态，MK1/2(214)＝MK1/2max，
在所述滑摩模式，MK1/2(214)＝MK1/2slip，
其中，所述驱动系在开始所述方法时处于纯电行驶模式，其中，MK0＝0且MK0＝MK1/2max，且nEM＞0，
以及用于运行根据权利要求1至8中任一项所述的方法的控制装置。
CN201780013818.9A 2016-02-29 2017-02-28 用于启动混合动力车辆的内燃机的方法和用于运行该方法的控制单元 Pending CN108698590A (zh)

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