CN109476226A - 用于在并联混合动力车辆中从回收阶段中退出的方法 - Google Patents

用于在并联混合动力车辆中从回收阶段中退出的方法 Download PDF

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Publication number
CN109476226A
CN109476226A CN201780044250.7A CN201780044250A CN109476226A CN 109476226 A CN109476226 A CN 109476226A CN 201780044250 A CN201780044250 A CN 201780044250A CN 109476226 A CN109476226 A CN 109476226A
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Prior art keywords
motor
internal combustion
combustion engine
recovery stage
clutch
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Granted
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CN201780044250.7A
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CN109476226B (zh
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S·利伯特
M·弗里德里希
B·克卢格
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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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    • 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
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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Abstract

提供一种用于在并联混合动力车辆中从回收阶段中退出的方法，其中，在第一步骤中所述车辆处于通过触发器起动的、具有预先给定的回收行驶要求的回收阶段中，并且在第二步骤中在回收阶段期间将电机置于提高的转速。在第三步骤中，通过所述触发器起动用于从回收阶段中退出的阶段，其中，在该阶段中为了耦合到电机上使内燃机可供使用，使得调节在要连接的内燃机与电机之间为了附接到变速器输入端上所求取的目标转速，并且并行地借助升挡而调节用于附接到动力传动系上的最高可行挡位，以满足当前的行驶要求。在第四步骤中完成从回收阶段中退出。

Description

用于在并联混合动力车辆中从回收阶段中退出的方法
技术领域
本发明涉及一种用于在并联混合动力车辆中从回收阶段中退出的方法。
背景技术
在当前的混合动力应用中、主要是在并联(P2)混合动力应用中尝试使从回收阶段中退出变得尽可能快并且无冲击，也就是说优化用于附接内燃机的运行策略。这在未来的应用中不仅适用于具有＞60V电压的高压混合动力，也适用于具有＜60V(例如48V)电压的低压混合动力。
在以前的运行策略中，用于起动内燃机的触发器是对油门踏板的负载要求。在此，脱耦的内燃机通过合适的起动系统借助于拖曳起动或小齿轮起动器从转速零起动并且随后通过燃料燃烧被带到用于从动装置的相应的连接转速。只有这样内燃机才经由分离离合器耦合到动力传动系上并且可对车辆加速做出贡献。在此产生的在没有充分实现驾驶员的负载要求并且主要在低压系统中仅受限制地可供使用的电能的高消耗的情况下用于度过直到内燃机负载接管的时间间隔导致功能缺陷以及车辆对驾驶员要求很难或不能接受的响应。替代于所述方法，内燃机可在制动阶段中保持耦合，从而省去起动时间，但回收潜能也由于存在的拖曳力矩而降低。
同时，上面提到的运行策略例如在德国汽车制造商方面是一系列的，其中，在回收、起/停以及内燃机耦合方面有多个专利申请以及专利。
发明内容
基于上述内容，本发明的任务是提供一种方法，该方法缩短在没有充分实现驾驶员的负载要求并且电能高消耗的情况下的时间间隔。按照本发明，所述任务通过独立权利要求1的特征来实现。有利的实施方案是从属权利要求的主题。
按照本发明的方法也能以同样的效果在并联混合动力车辆的不同拓扑结构中使用，也就是说不仅在P2系统中而且在摆动起动装置中使用，如在宝马股份公司的专利DE102014214614B4中或者说专利DE102014214617B4中描述的那样。在所述方法中，除了至少所需要的分离离合器还提供一种装置，该装置能够实现将内燃机耦合到电机上，或耦合到另外的根据其机械特性适合的系统中。因此，对于不同的拓扑结构必须考虑耦合或者说脱耦的机械给定条件。
提出一种用于在并联混合动力车辆中从回收阶段中退出的方法，所述并联混合动力车辆包括内燃机和电机，所述电机能与该内燃机经由分离离合器在与冲击解耦装置相互作用的情况下耦联，所述冲击解耦装置至少包括一个飞轮质量和一个第二离合器，该电机能够与变速器连接，所述变速器与动力传动系连接，其中，内燃机能经由分离离合器完全与电机脱耦，其中，在第一步骤中所述车辆处于通过触发器起动的、具有预先给定的回收行驶要求的回收阶段中，并且在第二步骤中在回收阶段期间将电机置于提高的转速。在第三步骤中，通过触发器起动用于从回收阶段中退出的阶段，其中，在该阶段中为了耦合到电机上使内燃机可供使用，其方式为打开第二离合器并且当该第二离合器打开时闭合分离离合器，使得内燃机的起动以脉冲起动这样实施，使得调节在要连接的内燃机与飞轮质量之间为了附接到变速器输入端上的所求取的目标转速，并且并行地借助升挡而调节用于附接到动力传动系上的最高可行挡位，以满足当前的行驶要求。在第四步骤中将第二离合器完全可控地闭合，使得完成从回收阶段中退出。
此外，提出一种用于在并联混合动力车辆中从回收阶段中退出的方法，所述并联混合动力车辆包括内燃机和能经由分离离合器与该内燃机耦联的电机，该电机能与变速器连接，所述变速器与动力传动系连接，其中，所述内燃机能经由分离离合器完全与电机脱耦，其中，在第一步骤中所述车辆处于通过触发器起动的、具有预先给定的回收行驶要求的回收阶段中，并且在第二步骤中在回收阶段期间将电机置于提高的转速。在第三步骤中，通过所述触发器起动用于从回收阶段中退出的阶段，其中，在该阶段中为了耦合到电机上使内燃机可供使用，可控地闭合分离离合器并且在电机中调节正力矩，使得内燃机的起动以辅助脉冲起动这样实施，使得调节在要连接的内燃机与电机之间为了附接到变速器输入端上所求取的目标转速，并且并行地借助升挡而调节用于附接到动力传动系上的最高可行挡位，以满足当前的行驶要求。在第四步骤中将分离离合器完全可控地闭合，使得完成从回收阶段中退出。
回收行驶要求以及行驶要求可理解为用于改变行驶特性的要求，所述要求通过触发器被给到车辆控制装置。例如，通过操纵制动踏板、即通过按压或松开制动踏板提出要制动或不要再制动以及要多强地制动或松开制动器的要求。此外，松开加速踏板是减低速度而不制动的要求。
用于从回收阶段中退出的阶段以操纵触发器开始并且以闭合分离离合器或者说打开第二离合器结束。
此外建议，所述触发器操纵制动踏板以便进入到回收阶段中，并且放松或离开制动踏板或操纵加速踏板或低于速度阈值以便从回收阶段中退出。
此外建议，在P2系统中在第三步骤中在用于从回收阶段中退出的阶段中通过将分离离合器置于打滑而可控地闭合分离离合器。
通过所提出的方法，该方法具有如下可行性：使用不同的用于进入回收阶段和/或从回收阶段中退出的触发器，并且通过在起动用于从回收阶段中退出的阶段时、也就是说在一个另外的行驶要求(例如加速要求)之前已经使内燃机(简称为VM)可供使用，在内燃机与电机之间同时无冲击耦联的情况下确保较快地满足驾驶员希望。
此外建议，在P2系统中在第四步骤中在惯性滑行升挡的行驶要求中以在内燃机与电机之间的、一低于新挡位目标转速的耦联转速闭合分离离合器，并且在牵引要求的行驶要求中以在内燃机与电机之间的、一高于新挡位目标转速的耦联转速闭合分离离合器。
此外建议，在P2系统中在第三步骤中对于辅助脉冲起动而言使用由电机的脉冲结合所参与的变速器部件中的动能以及电机的可供使用的转矩。
此外建议，在进入回收阶段的情况下进行一次或多次降挡到一在至少有意用于内燃机重新耦合的挡位以下的挡位。
通过所述措施可在内燃机与电机之间进行对于驾驶员来说舒适的、也就是说无冲击的耦联。
此外建议，在回收阶段期间这样进行挡位追踪，使得电机的至少必需的动能被预先保持以实现脉冲起动要求。因此确保在任何情况下并且在没有延迟的情况下可实施辅助脉冲起动。
此外，提出一种并联混合动力车辆，所述并联混合动力车辆包括内燃机和能经由分离离合器与该内燃机联接的电机，该电机能与变速器连接，所述变速器与动力传动系连接，其中，内燃机能经由分离离合器完全与电机脱耦，并且所述并联混合动力车辆包括至少分别一个检测装置、控制装置和实施装置，所述检测装置、控制装置和实施装置设置用于：对用于进入回收阶段以及从回收阶段中退出的触发器进行；发送、接收并且处理信号，以便实施所提出的方法。
此外，提出一种并联混合动力车辆，所述并联混合动力车辆包括内燃机和电机，所述电机能与该内燃机经由分离离合器在与冲击解耦装置相互作用的情况下耦联，所述冲击解耦装置至少包括一个飞轮质量和一个第二离合器，该电机能与变速器连接，所述变速器与动力传动系连接，其中，所述内燃机能经由分离离合器在与冲击解耦装置相互作用的情况下完全与电机脱耦，并且所述并联混合动力车辆包括至少分别一个检测装置、控制装置和实施装置，所述检测装置、控制装置和实施装置设置用于：对用于进入回收阶段并且从回收阶段中退出的触发器进行检测；发送、接收并且处理信号，以便实施所提出的方法。
本发明的其它特征和优点由以下对本发明实施例的描述、借助显示出按照本发明细节的附图以及由权利要求得出。各单个特征可自身单独地或者多个以任意组合的方式在本发明的变型方案中实现。
附图说明
下面借助附图详细解释本发明的优选实施方式。
图1示出根据现有技术的并联混合动力装置的典型的拓扑结构。
图2示出根据现有技术的并联混合动力装置的另一种典型的拓扑结构。
图3示出根据本发明的一种实施方式的方法的流程图。
具体实施方式
图1和图2示出根据现有技术的并联混合动力装置的一种典型的拓扑结构。示出在机动车中、优选是混合动力车辆中可多挡位自动切换的变速器3的一种典型的拓扑结构，所述混合动力车辆具有常规的内燃机(VM)1结合有以P2布置方式的电机(EM)2(图1)或者说结合有摆动起动装置(图2)，即一种并联混合动力装置。所述电机2可基于预先给定的运行策略经由分离离合器K0耦联到内燃机1上或与该内燃机解耦。电机2与可多挡位自动切换的变速器3连接，该变速器不仅可以是行星齿轮变速器也可以是DSG(双离合器变速器)、CVT(无级变速器，英文为Continuously Variable Transmission)或一种另外的可多挡位自动切换的变速器。该变速器3又与用于驱动混合动力车辆的一个或多个车轮5的动力传动系4连接。
如上所述，在已知的方法中从回收阶段中退出通常通过加速踏板触发，也就是说当加速踏板被操作时内燃机1才被接通，也就是说主动提升内燃机1。这导致在发动机力矩以及因此对驾驶员希望的响应的可用性方面的滞后。此外，所述方法并非最佳地适合于低电压车载电网(例如基于例如48V的车载电网)，因为为了内燃机1的耦合，需要非常多的电能。这在高压系统中不是问题，因为所述车载电网具有足够的功率来实现驾驶员希望“加速”。然而不利的是，高压系统需要非常多的空间并且是重的。因此，对于未来在低压领域中的应用来说必须寻找另一种策略。
如在图1中示出的，可设置仅一个分离离合器K0以用于将内燃机1与电机2脱耦或者说耦合到电机上，这可被称作P2混合动力。在图2中示出将P2系统扩展成摆动起动装置，也就是说一种具有飞轮储能系统和飞轮质量的系统。所述系统除了必须一直直接设置在内燃机1上的分离离合器K0(因为该分离离合器K0用于内燃机1的耦合或脱耦)之外还具有构成为摆动起动装置的冲击解耦装置K1和6。所述冲击解耦装置至少具有一个飞轮质量6和一个第二离合器K1，其中，该飞轮质量设置在分离离合器K0与第二离合器K1之间。所述第二离合器K1用于将电机2经由飞轮质量6借助几乎完全的碰撞脱耦而耦合到内燃机1上。因此，相比于P2系统插入用于将电机2耦合到内燃机1上的中间步骤，该中间步骤确保改进所述耦合、更准确地说减轻在耦合时的碰撞。因此，所述耦合对于驾驶员来说还更舒适，因为在耦合时的冲击被消除。
图3示出根据本发明的两种实施方式的方法的流程图。所提出的方法的目标是，如上述显著地缩短在没有充分实现驾驶员的负载要求并且电能高消耗的情况下的时间间隔，并且因此能够实现或者说改进基于低压的(即例如基于48v)的P2系统或摆动起动装置(即并联混合动力系统)的使用。通过所提出的方法可更快地符合驾驶员希望并且可限制用于车辆牵引力的电能消耗。
为了实现所述方法，在第一步骤S1中将用于使内燃机1停驻或停止以及起动的触发器或者说引发器设置到踏板位置(例如制动踏板或加速踏板的位置)上或设置到(用于从回收阶段中退出的)未超过的速度阈值。例如通过踩踏制动踏板开始进入回收阶段。在此，在内燃机1与电机2之间的分离离合器K0被打开并且内燃机1被停止、也就是说切断。
同时，在第二步骤S2中在变速器3中实施多次降挡。所述降挡这样实施，使得与变速器输入轴连接的电机2被置于高转速以及因此置于高动能的状态中。为此，优选地比用于制动过程而言更多的挡位降挡。由此可实现改进回收，也就是说在回收阶段结束时更多能量可供使用，以便例如耦合内燃机1。
在另一步骤中现在观察转速差，由该转速差可在任何情况下根据已知的脉冲起动方法通过闭合分离离合器K0进行内燃机1的发动机起动。在回收阶段期间进行适应于车辆延迟追踪变速器3中的挡位，以便保持电机2中的高动能的状态。也就是说，例如进行降挡，以便进一步优化回收。
在第三步骤中，通过脱开制动踏板或者说未超过速度阈值或操纵加速踏板(也同时利用制动踏板)触发从回收阶段中退出。这例如可通过相应存在的传感装置识别出并且传送给例如控制装置以便处理。在检测到回收阶段起动之后，根据使用哪个并联混合动力系统(即P2)或摆动起动装置，将内燃机1再次耦合到电机2上。在图1中示出的P2系统中，通过可控地闭合分离离合器K0(也就是说离合器被置于打滑)以及调节电机2中的正力矩，内燃机1的起动以辅助脉冲起动实施。在此，目标是这样实施所述脉冲起动，使得将在所连接的内燃机1与电机2之间调节的转速调节为高于用于附接到从动装置上的目标转速。因此，目标是调节在要连接的内燃机1与电机2之间为了附接到变速器输入端上所求取的目标转速且并行地借助升挡而调节用于附接到动力传动系4上的最高可行挡位，以满足目前的行驶要求。
在图2中示出的摆动起动装置中打开第二离合器K1，使得在中间步骤中将电机2与飞轮质量6分离，但该飞轮质量还与内燃机1经由分离离合器K0脱耦。如果第二离合器K1打开，则可控地闭合分离离合器K0，使得内燃机1的起动以脉冲起动实施，使得调节在要连接的内燃机1与飞轮质量6之间为了附接到变速器输入端上所求取的目标转速并且并行地借助升挡而调节用于附接到动力传动系4上的最高可行挡位，以满足目前的行驶要求。
并行于辅助脉冲起动，变速器3因此在两种情况下实施升挡，优选升挡到一高于用于内燃机1耦入所需挡位的挡位。因此，通过摩擦切换力矩(Reibschaltmomente)至少按份额地实现驾驶员希望，其中，所述目标是实现高于空载转速的用于附接到动力传动系4上的最高可行挡位，也就是说变速器输入端转速保持尽可能低。
随后，在第四步骤S4中通过闭合动力传动系，也就是说在P2系统中的分离离合器K0或者说在摆动起动装置中的第二离合器K1，在内燃机1、电机2和从动装置之间形成完全的力锁合并且因此回收阶段结束。
在一个实例中，进入回收阶段以及从回收阶段中退出通过操纵制动踏板来触发。由此，内燃机1通过打开分离离合器K0与电机2以及因此与变速器3脱耦，即断开，也就是说内燃机不提供力矩。
已经在回收阶段开始时通过降挡到低于再次耦合内燃机1所要求的目标转速所需要的挡位来提高电机2的动能。在回收阶段期间，在需要时进行跟踪，即例如降挡，以便尽可能高地保持电机2中的动能。
从回收阶段中退出又通过触发器、在所述实例中通过脱开制动踏板来进行。在脱开制动踏板期间，在P2系统中分离离合器K0可控地被置于打滑或者说在摆动起动装置中首先打开第二离合器K1并且然后闭合分离离合器K0，从而使内燃机1和电机2互相分离。因此，目标转速或者说连接转速或者说耦联转速基于所检测的行驶要求被确定，并且进行升挡到一高于用于耦联(也即是说用于所要求的转速)所需的挡位，以便符合驾驶员希望。确定所要求的转速借助已知的方法实施。
在触发从回收阶段中退出时可能出现的行驶要求可以是惯性滑行升挡或牵引升挡。在惯性滑行升挡时、即在没有要加速的要求(即例如通过没有操纵行驶踏板)的情况下脱开制动踏板时，在P2系统中分离离合器K0以一低于新挡位的目标转速的耦联转速被闭合。在牵引升挡时、即在要求加速(例如通过操纵行驶踏板)的情况下，在P2系统中分离离合器K0以一高于新挡位的目标转速的耦联转速被闭合。在摆动起动装置中，可控地闭合离合器(在此第二离合器K1)必须在第四步骤S4中才进行，因为分离离合器K0在第三步骤S3中已经被完全闭合。
对于用于在P2系统中从回收阶段中退出的辅助脉冲起动来说，使用由电机2的脉冲结合相应变速器部件(如变速器输入轴以及旋转的齿轮组等)中的机械能和动能(符合在升挡之前以及之后的转速差)以及电机2的可供使用的转矩来起动内燃机1。在此，内燃机1由于高速旋转或者说拖曳通过可控地闭合分离离合器K0提供负力矩(拖曳)。因此，在以尽可能高的挡位升挡期间进行辅助脉冲起动，以便能够实现至少基本上无冲击的耦联。
为了能够实现完全无冲击的耦联，可使用摆动起动装置。在摆动起动装置中，飞轮质量6可以说作为在内燃机1和电机2之间的缓冲器系统起作用。因此，所述耦合不是直接通过分离离合器K0和内燃机1，而是通过中间步骤进行：内燃机1经由分离离合器K0附接到飞轮质量6上，并且之后才耦合到电机2上，使得内燃机1的振动已经得到缓冲。为此，已知的DU系统(即旋转不均匀性缓冲器或者说转矩传递装置)可被用作飞轮质量6。通过使用飞轮质量6可将在内燃机1起动时的脉冲从系统中取出，从而可进行无冲击的耦合。此外，也可使用另外的系统作为飞轮质量，也可使用不完全机械的系统。
通过所提出的方法，较快地将内燃机1附接到从动装置上可实现用于快速地实现对加速踏板上的驾驶员希望，因为内燃机1已经在释放制动踏板时可供使用而不仅仅是在给出加速要求时才可供使用。同时可提高回收潜能，这在制动回收阶段中不必克服所耦合的内燃机1的拖曳力矩时发生。
附加的优点是，已经在P2系统中由于在并行于升挡而闭合分离离合器K0时变速器打滑，在变速器输出端上出现较少的力矩干扰，使得内燃机1的起动对于驾驶员来说明显更舒适地进行并且较少负载作用到机械部件上。在摆动起动装置中所述冲击完全被消除，使得这相对于P2系统呈现改进。
尽管所述方法构思用于在制动阶段期间、也就是说在车辆行驶时起动内燃机1，该方法也可被用于从静止状态起动。这类似于上述的过程进行。

Claims (10)

1.用于在并联混合动力车辆中从回收阶段中退出的方法，所述并联混合动力车辆包括内燃机(1)和电机(2)，所述电机能与该内燃机经由分离离合器(K0)在与冲击解耦装置相互作用的情况下耦联，所述冲击解耦装置至少包括一个飞轮质量(6)和一个第二离合器(K1)，该电机能够与变速器(3)连接，所述变速器与动力传动系(5)连接，其中，内燃机(1)能通过分离离合器(K0)完全与电机(2)脱耦，其中，
-在第一步骤(S1)中所述车辆处于通过触发器起动的、具有预先给定的回收行驶要求的回收阶段中，并且
-在第二步骤(S2)中在回收阶段期间将电机(2)置于提高的转速，
-在第三步骤(S3)中通过所述触发器起动用于从回收阶段中退出的阶段，其中，
在该阶段中为了耦合到电机(2)上使内燃机(1)可供使用，其方式为打开所述第二离合器(K1)并且当该第二离合器打开时闭合分离离合器(K0)，使得内燃机(1)的起动以脉冲起动这样实施，使得调节在要连接的内燃机(1)与飞轮质量(6)之间为了附接到变速器输入端上所求取的目标转速，并且并行地借助升挡而调节用于附接到动力传动系上的最高可行挡位，以满足当前的行驶要求，并且
-在第四步骤(S4)中将第二离合器(K1)可控地闭合，从而完成从回收阶段中退出。
2.用于在并联混合动力车辆中从回收阶段中退出的方法，所述并联混合动力车辆包括内燃机(1)和能通过分离离合器(K0)与该内燃机耦联的电机(2)，该电机能与变速器(3)连接，所述变速器与动力传动系(5)连接，其中，所述内燃机(1)能通过分离离合器(K0)完全与电机(2)脱耦，其中，
-在第一步骤(S1)所述车辆中处于通过触发器起动的、具有预先给定的回收行驶要求的回收阶段中，并且
-在第二步骤(S2)中在回收阶段期间将电机(2)置于提高的转速，
-在第三步骤(S3)中通过所述触发器起动用于从回收阶段中退出的阶段，其中，
在该阶段中为了耦合到电机(2)上使内燃机(1)可供使用，可控地闭合分离离合器(K0)并且在电机(2)中调节正力矩，使得内燃机(1)的起动以辅助脉冲起动这样实施，使得调节在要连接的内燃机(1)与电机(2)之间为了附接到变速器输入端上所求取的目标转速，并且并行地借助升挡而调节用于附接到动力传动系上的最高可行挡位，以满足当前的行驶要求，并且
-在第四步骤(S4)中完全闭合分离离合器(K0)，从而完成从回收阶段中退出。
3.根据权利要求2所述的方法，其中，在第三步骤(S3)中在用于从回收阶段中退出的阶段中通过将分离离合器(K0)置于打滑而可控地闭合分离离合器(K0)。
4.根据权利要求2或3所述的方法，其中，在第四步骤(S4)中在惯性滑行升挡的行驶要求情况下以在内燃机(1)与电机(2)之间的、一低于新挡位目标转速的耦联转速来闭合所述分离离合器(K0)，并且在牵引要求的行驶要求情况下以在内燃机(1)与电机(2)之间的、一高于新挡位目标转速的耦联转速来闭合所述分离离合器。
5.根据权利要求2至4之一所述的方法，其中，在第三步骤(S3)中，对于辅助脉冲起动而言使用由电机(2)的脉冲结合所参与的变速器部件中的动能以及电机(2)的可供使用的转矩。
6.根据上述权利要求之一所述的方法，其中，在进入回收阶段的情况下通过一次或多次降挡到一在至少有意用于内燃机重新耦合的挡位以下的挡位而进行挡位追踪。
7.根据上述权利要求之一所述的方法，其中，所述触发器操纵制动踏板以用于进入回收阶段，并且，放松或离开制动踏板、操纵加速踏板或未超过速度阈值以用于从回收阶段中退出。
8.根据上述权利要求之一所述的方法，其中，在回收阶段期间这样进行挡位追踪，使得电机(2)的至少必需的动能被预先保持以实现脉冲起动要求。
9.并联混合动力车辆，其包括：
-内燃机(1)和能经由分离离合器(K0)与该内燃机耦联的电机(2)，该电机能与变速器(3)连接，所述变速器与动力传动系(5)连接，其中，内燃机(1)能通过分离离合器(K0)完全与电机(2)脱耦，
-至少分别一个检测装置、控制装置和实施装置(3、4、5)，所述检测装置、控制装置和实施装置设置用于：对用于进入回收阶段以及从回收阶段中退出的触发器进行检测；发送、接收并且处理信号，以便实施根据上述权利要求之一所述的方法。
10.并联混合动力车辆，其包括：
-内燃机(1)和电机(2)，所述电机能与该内燃机经由分离离合器(K0)在与冲击解耦装置相互作用的情况下耦联，所述冲击解耦装置至少包括一个飞轮质量(6)和一个第二离合器(K1)，该电机能与变速器(3)连接，所述变速器与动力传动系(5)连接，其中，所述内燃机(1)能经由分离离合器(K0)在与冲击解耦装置相互作用的情况下完全与电机(2)脱耦，
-至少分别一个检测装置、控制装置和实施装置(3、4、5)，所述检测装置、控制装置和实施装置设置用于：对用于进入回收阶段以及从回收阶段中退出的触发器进行检测；发送、接收并且处理信号，以便实施根据上述权利要求之一所述的方法。
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