CN110869230B - 混合动力传动单元和用于运行具有混合动力驱动装置的车辆的方法 - Google Patents

混合动力传动单元和用于运行具有混合动力驱动装置的车辆的方法 Download PDF

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CN110869230B
CN110869230B CN201880045595.9A CN201880045595A CN110869230B CN 110869230 B CN110869230 B CN 110869230B CN 201880045595 A CN201880045595 A CN 201880045595A CN 110869230 B CN110869230 B CN 110869230B
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electric machine
transmission
sub
clutch
combustion engine
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CN110869230A (zh
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S·科布勒
B·霍斯
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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    • 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
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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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
    • B60K6/30—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 chargeable mechanical accumulators, e.g. flywheels
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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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Abstract

本发明涉及一种用于车辆的混合动力传动单元，该车辆具有用于驱动的内燃机(12)和电机(14)，所述混合动力传动单元包括具有子变速器(22、24)的功率分支变速器(20)、接入内燃机(12)和功率分支变速器(20)之间的具有飞轮质量的扭转减振单元(40)和接入内燃机(12)和扭转减振单元(40)之间的离合器(38)，通过该离合器内燃机(12)可从电动运行起动。本发明还涉及一种相应方法。

Description

混合动力传动单元和用于运行具有混合动力驱动装置的车辆的方法
技术领域
本发明涉及一种用于车辆的混合动力传动单元，该车辆具有用于驱动的内燃机和电机，以及涉及一种用于运行具有混合动力驱动装置的车辆的方法。
背景技术
用于包括机动车、卡车、轨道车辆、轮船等的车辆的混合动力驱动装置对于减少污染物和CO2排放变得越来越重要。在某些系统中，内燃机和电机驱动不同的轴，并且在某些系统中，它们驱动相同的轴或更概括地说它们驱动输出轴。本发明涉及一种混合动力传动单元和一种用于运行具有混合动力驱动装置的车辆的方法，其中内燃机和电机可驱动相同的输出轴。在此存在某些行驶状态，其中仅电机、仅内燃机或两者都驱动输出轴。
通常内燃机具有其自身的起动发电机、即电机，其需要非常高的能量来起动内燃机。当车辆在电动运行模式中行驶时，必须持久预存该能量。这大大减少了可用于电动行驶的功率，因为用于起动内燃机的功率必须被持久预存在车载电网和能量存储器中。
另外，已经考虑使用用于驱动车辆的电机来起动内燃机，这些系统仍然需要改进。尤其是在内燃机起动时会在输出轴上出现功率突降以及不希望的车辆“急动”。
发明内容
本发明的任务在于提供一种用于车辆的改进的混合动力传动单元，其避免了上述缺点，并且提供一种运行具有混合动力驱动装置的车辆的方法，其也避免了上述缺点。
本发明的任务一方面通过一种用于车辆的混合动力传动单元来解决，该车辆具有用于驱动的内燃机和电机，所述混合动力传动单元包括接入内燃机和输出轴之间的功率分支变速器，该变速器具有子变速器和相配的子变速器离合器，电机连接到靠近电机的子变速器上，以便能够经由该子变速器驱动输出轴。在内燃机和功率分支变速器之间接入具有飞轮质量的扭转减振单元。此外，在内燃机和扭转减振单元之间接入有离合器。下面的术语“靠近电机”或“远离电机”不是指位置接近，而是指转矩直接耦合到靠近电机的子变速器中。
功率分支变速器例如可以是行星齿轮变速器或双离合器变速器。
优选所述附加离合器一方面配合在曲轴上并且另一方面配合在扭转减振单元上，另外该扭转减振单元与双离合器变速器的输入端直接连接(术语“输入端”涉及在通过内燃机驱动时的力流)。
通过具有飞轮质量的扭转减振单元——该飞轮质量单独或集成在扭转减振单元中——电机在电动行驶运行中驱动飞轮质量，动能于是存储在其中。然后通过闭合附加离合器将该动能以及可能的其它动能突然导入内燃机中，以使其达到足够高的转速，使其可自行运行。由此可为起动过程提供更高的电功率。另外，通过相应智能地切换子变速器离合器可在起动过程中避免或显著降低输出轴上的转矩突降。接入的离合器允许突然脉冲起动(Impulsstart)内燃机。
扭转减振单元例如由双质量飞轮、扭转减振器或所谓的转速自适应减振器形成。如已经说明的，飞轮质量可以是扭转减振单元的一部分，位于其外部，或者除了已集成在扭转减振单元中的一个飞轮质量之外，还可设置一个附加飞轮质量。
电机可连接到两个子变速器之一、但尤其是连接到包含第二挡位、即第二最低挡位的子变速器。通常该子变速器是所谓的“偶数”挡位、即第2、4、6挡等和可能的倒挡。
电机甚至应抗转矩地(drehmomentfest)连接到其相配的子变速器，例如在子变速器的驱动侧上连接到挡位(即齿轮组)和相配的子变速器离合器之间。
在内燃机与扭转减振单元之间接入的离合器可以是快速切换离合器，其可在小于150毫秒、尤其是50毫秒内闭合。这也称为所谓的数字离合器。通过将曲轴如此突然连接到飞轮质量上几乎不产生任何热量，从而能量可以很少的损耗传递至曲轴中。可以说飞轮质量带动内燃机。
对于起动内燃机至关重要的是飞轮质量上足够高的转速。通过智能地切换两个子变速器离合器可在行驶运行中产生该足够高的转速。这通过电机的相应连接借助匹配的切换策略来辅助。
根据本发明的一种变型，作为混合动力传动单元的一部分的相应控制装置规定：在请求起动内燃机之后，一旦飞轮质量具有足够高的动能，就可通过打开子变速器离合器将其与驱动轴、更概括地说与输出端分离，从而使飞轮质量可自由旋转并且电机可将全部功率提供用于驱动车辆。两个子变速器离合器中的至少一个可进入滑差运行。通过滑差输出端不完全与内燃机分离。
因此随后可在不降低输出轴上提供的电功率的情况下实现脉冲起动。根据本发明的混合动力传动单元特别适合于在起步时或在所谓的蠕行运行中、例如直至10km/h、尤其是直至5km/h起动内燃机。在这种低速下，驱动系统中的转速也非常低、如仅为300转/分钟。这通常不足以通过相应被带到300转/分钟的曲轴来起动发动机。必须相应提高转速。转速的这种提高在不同时加速车辆的情况下通过子变速器离合器的相应切换策略来实现，优选这样设计控制装置，使得两个子变速器离合器的输出侧子变速器离合器进入滑差运行中。输出侧子变速器离合器是指在到输出轴的力流路径中最后的子变速器或最后的子变速器离合器。
在内燃机起动之后，可闭合滑差运行中的子变速器离合器并且使用内燃机的转矩来驱动车辆。
上述任务还通过一种用于运行车辆的方法来解决，该车辆具有混合动力驱动装置和连接到内燃机及其曲轴上的混合动力传动单元以及与一个子变速器连接的电机，与电机相连的子变速器的子变速器离合器在下面称为“靠近电机的子变速器离合器”。未与电机相连的子变速器的子变速器离合器在下面称为“远离电机的子变速器离合器”。根据本发明的方法的特征在于下述步骤：
a)在电动行驶运行中，接入的离合器打开并且内燃机关闭，
b)通过闭合接入的离合器并且通过将在电动行驶运行期间被驱动的飞轮质量的动能传递至曲轴来起动内燃机，以使内燃机达到自运行转速。
接入的离合器允许仅将飞轮质量带到一定转速，而不必拖动内燃机。
在接入的离合器闭合之前，为了根据步骤b)进行起动并且在飞轮质量达到预定的最小转速时子变速器离合器被打开或保持滑差运行，尤其是电机基于与两个子变速器之一的持续连接继续驱动车辆，直至内燃机施加预定转矩并接管车辆的驱动。在此情况下，能量、即在扭转减振单元的连同在位于子变速器和扭转减振单元之间的运动部件中的飞轮质量中的能量必须如此之大(即飞轮质量被带到预定的最小速度)，使得借助该能量可使内燃机达到自运行转速。
如果应在电动运行中的车辆刚刚起步或处于蠕行运行中时，即在达到预定速度(尤其是约10km/h、进一步优选5km/h)之前起动内燃机，则在闭合接入的离合器和/或闭合接入的离合器之后，将所述两个子变速器离合器的输出侧子变速器离合器切换到滑差运行。输出侧子变速器离合器是两个子变速器离合器中的在转矩方向上朝向输出轴的最后的子变速器离合器。这具有以下优点：可在不加速车辆的情况下使电机加速。然后，增加的转矩驱动飞轮质量并使其比在起步运行或蠕行运行中更多地加速。此外，如果在闭合接入的离合器之前使输出侧子变速器离合器进入滑差运行，则在内燃机起动时产生的急动不会传递至输出端。而是输出侧子变速器离合器相应地滑动。
输出侧子变速器离合器被这样设置在滑差运行中并且使电机达到这样的转速，使得通过电机向输出侧施加所需的转矩和/或将飞轮质量加速到预定的最小转速。这意味着这样进行控制，使得为了起动内燃机在输出轴上既没有向上也没有向下的转矩突然跳动。内燃机对于车辆乘员而言不可察觉地起动。
在即将开始滑差运行之前，通常已经在整个电动行驶运行期间，接入的离合器是打开的，从而快速切换离合器通过滑差运行间接地与输出轴分离。附加或替代地，在步骤b)中起动内燃机期间保持滑差运行，以便进一步辅助起动并将转矩继续传递至输出端。
为了在直至达到预定速度的低车速(蠕行运行)下和/或在车辆起步期间根据步骤b)进行起动，闭合靠近电机的子变速器离合器并且使远离电机的子变速器离合器进入滑差运行。这意味着，通过闭合靠近电机的子变速器离合器提供电机的全部转矩，其一方面用于驱动飞轮质量并且另一方面用于通过远离电机的子变速器离合器驱动输出轴。
尤其是规定，在闭合所述接入的离合器之后，靠近电机的子变速器离合器还保持闭合并且远离电机的子变速器离合器保持滑差运行。这意味着，电机通过靠近电机的闭合的离合器和闭合的接入的离合器来辅助内燃机的起动过程并且除了飞轮质量的动能之外还提供附加的动能和转矩。
在根据步骤b)起动内燃机之后，闭合远离电机的子变速器离合器，从而可将内燃机的转矩在无滑差的情况下传递至输出系中。当从内燃机导入功率分支变速器中的转矩达到或超过由电机导入的转矩时，打开靠近电机的子变速器离合器，从而转矩仅通过内燃机到达输出轴。随后关闭电机。这也确保了电动行驶运行和内燃机行驶运行之间的平稳过渡。
也有这样的起步情况或情况，在其中车辆并未以最低挡位行驶，例如在下坡起步时或当电机提供巨大转矩时。在此例如以第二挡位或第三挡位起步。但这将导致飞轮质量的转速过低。本发明通过其它智能切换策略避免了这种情况。为了在高于预定最小速度的电动行驶运行期间根据步骤b)起动内燃机，挂入高于最低挡的挡位。尤其是该较高挡位位于远离电机的子变速器中。然后将远离电机的子变速器离合器切换到滑差运行中，随后接入靠近电机的子变速器中的一个较低挡位并且打开远离电机的子变速器离合器并且使靠近电机的子变速器离合器保持闭合，从而不存在滑差。通过该切换过程使用较低挡位，并且通过这种降挡使飞轮质量附加地加速。
在此情况下还可有利地规定，在起动内燃机之后，通过至少部分地闭合(滑差运行或完全闭合)远离电机的子变速器离合器将其转矩传递至输出轴。打开靠近电机的子变速器离合器，尤其是电机保持接通直至内燃机的转矩增加到通过电机施加到输出轴上的转矩的水平。
在电动行驶运行期间电动起步时(蠕行运行)，也可在开始接入第三挡位并且在高于预定速度时降到第二挡位，由此输出轴通过电机直接经由第二挡位驱动。在随后的步骤中仍然在闭合接入的离合器之前打开靠近电机的子变速器离合器并且闭合远离电机的子变速器离合器。因此电机的转矩通过靠近电机的子变速器在输出侧导入远离电机的子变速器和输出轴中。转矩因此在双离合器变速器内在远离电机的路线上朝向飞轮质量被导回并且通过使用更低挡位来使其达到更高转速。通过最终闭合远离电机的子变速器离合器来加速飞轮质量。当车辆速度下降、如在下坡起步过程之后车辆在平路上行驶或再次上坡时，这些步骤也可以是有意义的。然后甚至可通过选择性地降到第一挡位来提高飞轮质量的转速。为了根据步骤b)起动内燃机，打开闭合的子变速器离合器并且闭合接入的离合器。当然，为了降低转速也可切换到更高挡位中。
总的来说，在根据步骤b)起动内燃机之后，闭合子变速器离合器之一，以便连接曲轴与输出轴，且不产生滑差。
附图说明
本发明的其它特征和优点由下述说明和参考附图给出。附图如下：
图1示出处于停车状态的根据本发明的混合动力传动单元的第一种实施方式的示意图，其适合于实施根据本发明的方法；
图2示出在通过电机起步时在根据本发明方法的第一步骤中的根据图1的混合动力传动单元；
图3示出在起动内燃机时的后续步骤中的根据图1的混合动力传动单元；
图4示出在起动内燃机之后的后续步骤中的混合动力传动单元；
图5示出在关闭电机并且仅通过内燃机驱动之后的混合动力传动单元；
图6至9示出借助根据图1的混合动力传动单元实施的根据本发明方法的连续步骤，在此内燃机在以第三挡位起步时起动；
图10至15示出当在以第三挡位的蠕行行驶中起动内燃机时根据另一种实施方式的根据本发明方法的连续步骤；
图16示出根据本发明的混合动力传动单元的另一种实施方式以及根据另一种实施方式的根据本发明方法的第一步骤；
图17和18示出当在以第二挡位的起步中起动内燃机时根据图16的步骤之后的根据本发明方法的步骤；
图19至23示出当在以第二挡位的蠕行行驶中起动内燃机时根据本发明方法的另一种实施方式的连续步骤；和
图24至30示出当在高于预定最小速度的情况下起动内燃机时根据本发明方法的另一种变型的连续步骤。
具体实施方式
图1示出具有混合动力传动单元10的混合动力车辆的传动系，该混合动力传动单元一方面与内燃机12并且另一方面与电机14连接。
在当前情况下驱动车轮18的输出轴16可选择性地通过电机14和/或内燃机12驱动。
电机14永久耦入到功率分支变速器20(在此为双离合器变速器)中。功率分支变速器20包括两个子变速器22、24以及相配的上游的子变速器离合器26或28。经由子变速器离合器26、28，转矩可通过子变速器22或子变速器24或必要时通过两者传递至输出轴16。
子变速器22例如包括偶数挡位2、4、6等和倒挡，而子变速器24包括奇数挡位1、3、5等。附图标记30表示子变速器22、24中的挡位的联接齿部，但其也是子变速器的一部分。附图标记32表示用于电机14的控制装置。
在双离合器变速器20的输入端34和内燃机12之间，首先曲轴36位于内燃机12的输出侧，该曲轴在输出侧与接入的快速切换离合器38连接。在离合器38和双离合器变速器20的输入端34之间连接有扭转减振单元40，该扭转减振单元可以是双质量飞轮、扭转减振器或转速自适应减振器并且设有一个或多个飞轮质量或与之连接。
飞轮质量未单独示出，其在所示实施例中以已知方式集成在扭转减振单元40中。
所有离合器26、28、38可通过控制装置电切换，该控制装置也可以是控制装置32。
在图1所示的实施方式中，电机14抗转矩地连接到子变速器22中，更确切地说在子变速器离合器26下游。出于该原因，子变速器22和子变速器离合器26称为靠近电机的子变速器或靠近电机的子变速器离合器。子变速器24称为远离电机的子变速器并且子变速器离合器28称为远离电机的子变速器离合器。
接入的离合器38是快速切换离合器，其可在小于150毫秒、尤其是50毫秒内闭合。
在图1所示状态中，所有离合器26、28、38打开，车辆处于停车状态。
车辆优选不具有单独用于内燃机12的起动器，内燃机可仅通过电机14起动。但这不应理解为限制性的，而是车辆也可具有用于内燃机12的起动器，但该起动器仅在车辆未处于电动运行模式时用于在起动时立即切换到内燃机运行。
下面针对这两种选择说明内燃机12如何借助巧妙的切换策略仅通过电机14就从纯电动行驶运行突然且脉冲地被驱动和起动，即，内燃机被引到所谓的自运行转速，即使在车辆起步或处于蠕行行驶运行时。
用箭头标记的转矩路线表明转矩在车辆及其混合动力传动单元中的传递的转矩路径。
图2示出起步运行，在其中内燃机12关闭并且车辆仅通过电机14运行。转矩在此从电机14向靠近电机的子变速器22方向、经由闭合的靠近电机的子变速器离合器26传递至远离电机的子变速器离合器28。子变速器离合器28在此未完全闭合，而是处于滑差运行中，即，它将一部分转矩进一步传递向远离电机的子变速器24方向，然后从那里最终驱动输出轴16。
基于子变速器22中同步单元中的转速一致，不通过子变速器离合器22进行输出。
由于离合器38打开，所以曲轴36未被驱动。而扭转减振单元40及其飞轮质量则被驱动。
此外，关于当前接合的挡位以虚线圆圈表示相应挡位。在图2中第一挡位接合。
通过子变速器离合器28中的滑差，扭振减振单元40的转速可升高到高于在子变速器离合器28之后传递至子变速器24的转速。因此飞轮质量达到更高转速，而输出轴16没有一同加速。
一旦存在起动请求并且通过快速旋转的飞轮质量存在足够的动能用于将内燃机12加速到自运行转速，离合器38闭合(图3)，内燃机12被突然带动并且因此被辅助起动。离合器26、28可保持在图2中的状态。如果通过突然接合将急动(Ruck)导入功率分支变速器20中，则处于滑差运行中的离合器28不会将这种急动传递至输出轴16。因此，在某种程度上输出端通过子变速器离合器28与内燃机分离。
在下一方法步骤(图4)中，内燃机12被起动并且本身将转矩导入功率分支变速器20中，如箭头所示。子变速器离合器28进一步闭合或完全闭合，从而消除了滑差。
电机14也将转矩导入功率分支变速器20中，从而内燃机12和电机14都暂时为输出轴16提供转矩。
随后，根据图5子变速器离合器26打开，电机14关闭，并且仅通过内燃机12进行驱动。在子变速器26中已经预选择了第二挡位，这再次通过虚线圆圈表示。但第二挡位尚未传递转矩。
在图1中示出并且上面已经结合图2至5就其解释了方法的同一混合动力传动单元也可在其它情况下或者概括地说不同地运行，例如当车辆在略微下坡的地方起步或电机14提供极高转矩时。在这种情况下，不以第一挡位起步，而是以子变速器24中的第三挡位起步。
相应于图2，通过闭合的子变速器离合器26和处于滑差运行的子变速器离合器28并且最后通过子变速器24中的第三挡位将转矩传递至输出轴16。在该时刻，曲轴36基于打开的离合器38而未被驱动。但相应于图2，扭转减振单元40中的飞轮质量具有提高的转速。
为了起动内燃机，然后根据图7(相应于图3)离合器38突然闭合。输出轴16基于处于滑差运行中的子变速器离合器28而与内燃机12和曲轴36部分解耦，从而在输出系中不产生急动。内燃机12突然增速，直至达到其自运行转速并起动，这如图8所示，该图除了是第三挡位接合而不是第一挡位接合以外相应于根据图4的状态。
随后(图9)，与图5相同，子变速器离合器26打开，电机14关闭并且子变速器离合器28闭合，从而转矩从电机14转移到内燃机12并且仅后者驱动输出轴16。
根据图2至9的上述方法的起步仅进行至一定的预定速度。
如果车辆高于预定的最小速度且该最小速度可相应于刚提到的极限速度，在蠕行运行中(车辆仍然非常缓慢地行驶)中使用在图10至15中描述的方法来从电机运行起动内燃机。在此例如根据图10仍然是第三挡位接合，从而在蠕行运行中仅电机14通过闭合的子变速器离合器26和处于滑差运行中的子变速器离合器28以及子变速器24来驱动输出轴16。
总的来说应指出，如果车辆仅应在电动运行中行驶并且内燃机12不应被接通，子变速器离合器28当然也可完全闭合，以便不浪费子变速器离合器28中的能量。只有当控制装置发出用于起动内燃机12的相应信号时，子变速器离合器28才进入滑差运行，这已经在上文中被说明并且也在图10中示出。
在蠕行模式中，可选地有利的是，通过将驱动路径切换至子变速器22并利用第二挡位——该挡位通过子变速器离合器28中的滑差运行而被同步——使飞轮质量达到更高转速并且随后保持在该转速且在子变速器离合器中没有滑差。为此根据图11打开子变速器离合器28，从而由电机14导入的转矩一方面通过子变速器22传递至输出端16并且另一方面通过闭合的子变速器离合器26用于在离合器38打开的情况下加速飞轮质量。然后，当请求起动内燃机时，离合器38可根据图13突然闭合。在此情况下，跳过后面根据图12说明的步骤。
但为了能够从第三挡位换到第二挡位(从图10到图11)，车辆的速度必须至少达到允许切换到第二挡位的极限速度。这种极限速度在控制装置方面被存储。
可选地可在根据图11的步骤之后通过降到第一挡位来进一步提高扭转减振单元40的飞轮质量的转速。在此打开子变速器离合器26，使得转矩不能通过该子变速器离合器到达扭转减振单元40。转矩而是通过子变速器22延伸至输出轴16。子变速器离合器28或处于滑差运行或完全闭合，从而转矩通过子变速器22的输出端被导入子变速器24，在那里基于接合的第一挡位的较低传动比引起扭转减振单元40和飞轮质量的转速相较于根据图11的状态的增加。
因此，也可在减速时确保飞轮质量和与其直接连接的直至子变速器离合器26、28的部件中的动能用于起动内燃机12并且为了起动，打开子变速器离合器26、28并且闭合离合器38，如图13所示。在此情况下，电机14不能在内燃机起动时导入进一步的能量，电机14现在仅驱动输出轴16。总的来说，在转速足够并且电机通过子变速器22中接合的挡位连接时总是可使用这种切换方案。
一旦内燃机12起动，参见图14，子变速器离合器26闭合，内燃机12和电机14都短暂驱动输出轴16。
在转矩过渡之后(参见图15)，关闭电机14。在以第二挡位行驶时，再次已经预选择第三挡位。作为替代方案，也可闭合子变速器离合器28，然后内燃机经由子变速器24的第三挡位驱动输出轴16，随后打开子变速器离合器26。
图16示出根据本发明的混合动力传动单元的另一种实施方式，其在原理上与之前的附图非常相似。唯一的区别在于，电机14抗转矩地集成在双离合器变速器20的具有最低挡位的路线中、即具有子变速器24和子变速器离合器28的路线中。在该实施方式中，子变速器24称为靠近电机的子变速器24并且子变速器离合器28称为靠近电机的子变速器离合器，相反，子变速器22是远离电机的子变速器并且子变速器离合器26是远离电机的子变速器离合器。
根据图16，车辆将在第二挡位中通过电机14起步，从而子变速器离合器28闭合并且子变速器离合器26处于滑差运行中。离合器38打开，并且飞轮质量通过电机14达到高转速，且该高转速未传递向输出轴16方向，这通过子变速离合器26的滑差运行实现。
相应于图2，不通过子变速器24向输出轴16方向传递转矩，因为在同步单元中没有转矩传递并且没有挡位接合。
根据请求离合器38突然闭合(图17)，从而在此主要或仅借助飞轮质量40和电机14的转子惯性通过动能将内燃机12带至用于起动的自运行转速。但在此期间电机14继续通过子变速器22驱动输出轴16。然而，与在先前的实施方式中一样，电机14可在内燃机12的起动过程中继续向飞轮质量传递能量。
图18示出在转矩已经转移到内燃机12并且子变速器离合器28打开并且子变速器离合器26完全闭合之后的运行。电机14在此关闭，第二挡位接合并且预选择了第三挡位，以便在随后加速时切换到第三挡位。
图19示出另一种行驶模式，即当车辆超过预定速度并且处于蠕行运行时。该预定速度在此也被存储。这样选择该速度，使得可通过子变速器离合器26中的滑差接合第一挡位。电机14在此仍经由闭合的子变速器离合器28和处于滑差运行的子变速器离合器26驱动第二挡位并因此驱动输出轴16。离合器38打开，飞轮质量40被加速。基于同步单元中的速度一致，尚未通过子变速器24进行输出。
随后(图20)通过打开子变速器离合器26，转矩流被转移到子变速器24并且电机14通过第一挡位驱动输出轴16。通过第一挡位的较低的传动比飞轮质量40以足够的转速旋转，且子变速离合器无需在滑差运行中传递转矩。
因此，在飞轮质量40中存在足够的动能，以便通过打开子变速器离合器28并且随后闭合离合器38来起动内燃机，参见图21，从而电机14仅向输出轴16提供动能。
当内燃机起动时，根据图22子变速器离合器26至少进入滑差运行，使得内燃机的转矩经由子变速器离合器26被导入子变速器22的第二挡位中并且被传递向输出轴16，同时电机14也经由子变速器24一同驱动输出轴16。
作为替代方案，内燃机12也可通过闭合子变速器离合器28与第一挡位连接，因此子变速器离合器26打开。
然后图23示出电机关闭并且仅通过内燃机12驱动时的状态。
图24示出当车辆处于电动运行中，但以高于预定极限速度行驶时的初始状态。
该极限速度可以是这样的极限速度，从其开始存在蠕行速度，但也可更低。但在实践中出于设计原因它也可高于蠕行速度。在任何情况下这样选择该速度，使得仍能以第一挡位行驶。
在此情况下，电机14经由子变速器24的第一挡位驱动输出轴16并且同时经由闭合的子变速器离合器28驱动飞轮质量。子变速器离合器26打开并且不通过子变速器22传递转矩。预选择了第二挡位。
但在此情况下车辆速度如此之高，以至于也可切换到第二挡位(参见图25)并且在此仍具有足够的能量和转速可用于将飞轮质量提高到希望的、用于将内燃机驱动到自运行转速所需的最小转速。
在此情况下，子变速器离合器26处于滑差运行并且子变速器离合器28闭合。这使得通过增加子变速器离合器26中的转矩而使转矩流从子变速器24转移到子变速器22并到达输出轴16。
如果车辆以低挡行驶并且更高挡位足以将飞轮质量带到所需转速，则关于图25所示的过程当然也可用于根据图1的混合动力传动单元。
在转矩转移完成后，根据图26脱开第一挡位并且闭合两个子变速器离合器26、28。不通过子变速器24传递转矩。离合器38仍然打开。
随后子变速器离合器26进入滑差运行(参见图27)，而子变速器离合器28保持闭合。在此飞轮质量可达到更高转速并且通过子变速器离合器26中的滑差运行继续经由子变速器22驱动输出轴16。
随后，根据图28通过闭合离合器38进行所谓的脉冲起动。在该起动期间子变速器离合器26保持滑差运行。
图29示出内燃机12起动时的状态。子变速器离合器26闭合并且滑差消除。内燃机和电机均经由子变速器22将转矩传递至输出轴16。
最后，可打开子变速器离合器28并且可关闭电机14，参见图30。
在由内燃机12驱动时，电机当然也可作为发电机接通用于增压或用于回收。
在根据图30的实施方式中，电机例如可通过第一、第二、第三、第五或第七挡位连接。相应的可能性当然也可用于先前的实施方式。但总的来说应指出，当在飞轮质量中存在足够的动能时，两个子变速器离合器26、28都可打开，从而电机14的功率仅用于输出并且也不传递向内燃机12。在这种情况下可减小电机14的功率。作为替代方案，也可在请求起动内燃机时根据实施方式使子变速器离合器26或28进入滑差运行。由此也可以实现希望的脉冲起动。

Claims (21)

1.用于车辆的混合动力传动单元，该车辆为了驱动而具有内燃机(12)和电机(14)，所述混合动力传动单元包括接入内燃机(12)和输出轴(16)之间的功率分支变速器(20)，该功率分支变速器具有子变速器(22、24)和相配的子变速器离合器(26、28)，电机(14)连接到靠近电机的子变速器上，以便能够经由该子变速器驱动输出轴(16)，其特征在于，所述混合动力传动单元具有扭转减振单元(40)和离合器(38)，该扭转减振单元接入内燃机(12)和功率分支变速器(20)之间并且具有飞轮质量，所述离合器接入在内燃机(12)和扭转减振单元(40)之间，在电动行驶运行中，接入的离合器(38)打开并且内燃机(12)关闭，能通过闭合所述接入的离合器(38)并且通过将在电动行驶运行期间被驱动的飞轮质量的动能传递至曲轴(36)来起动内燃机(12)，以使内燃机(12)达到自运行转速。
2.根据权利要求1所述的混合动力传动单元，其特征在于，所述扭转减振单元(40)是双质量飞轮、扭转减振器或转速自适应减振器。
3.根据权利要求1所述的混合动力传动单元，其特征在于，所述电机(14)连接到包含第二最低挡的子变速器(22)。
4.根据权利要求1至3中任一项所述的混合动力传动单元，其特征在于，所述电机(14)抗转矩地连接到一个子变速器上。
5.根据权利要求4所述的混合动力传动单元，其特征在于，所述电机(14)在所述子变速器的驱动侧上在挡位和相配的子变速器离合器之间连接到所述子变速器上。
6.根据权利要求1至3中任一项所述的混合动力传动单元，其特征在于，所述接入的离合器是快速切换离合器，该快速切换离合器能在小于150毫秒内闭合。
7.根据权利要求6所述的混合动力传动单元，其特征在于，所述快速切换离合器能在小于50毫秒内闭合。
8.用于运行车辆的方法，该车辆具有混合动力驱动装置和连接到内燃机(12)及其曲轴(36)上的根据权利要求1至7中任一项所述的混合动力传动单元(10)以及与一个子变速器连接的电机(14)，与电机(14)相连的子变速器的子变速器离合器构成靠近电机的子变速器离合器并且未与电机(14)相连的子变速器的子变速器离合器构成远离电机的子变速器离合器，其特征在于下述步骤：
a)在电动行驶运行中，接入的离合器(38)打开并且内燃机(12)关闭，
b)通过闭合所述接入的离合器(38)并且通过将在电动行驶运行期间被驱动的飞轮质量的动能传递至曲轴(36)来起动内燃机(12)，以使内燃机(12)达到自运行转速。
9.根据权利要求8所述的方法，其特征在于，在为了根据步骤b)进行所述起动而将所述接入的离合器(38)闭合之前并且在飞轮质量达到预定的最小转速时将子变速器离合器(26、28)打开或保持在滑差运行中。
10.根据权利要求9所述的方法，其特征在于，电机(14)继续驱动车辆，直至内燃机(12)施加预定转矩。
11.根据权利要求8至10中任一项所述的方法，其特征在于，为了在车辆速度低于预定速度时根据步骤b)进行所述起动，在闭合接入的离合器之前和/或在闭合接入的离合器之后，将两个子变速器离合器(26、28)中的输出侧的子变速器离合器切换到滑差运行。
12.根据权利要求11所述的方法，其特征在于，所述输出侧的子变速器离合器被这样控制在滑差运行中并且使电机(14)达到这样的转速，使得通过电机(14)向输出轴(16)施加所需的转矩和/或将飞轮质量加速到预定的最小转速。
13.根据权利要求11所述的方法，其特征在于，所述接入的离合器(38)在即将开始滑差运行之前是打开的和/或在步骤b)中起动内燃机(12)期间保持滑差运行。
14.根据权利要求8至10中任一项所述的方法，其特征在于，为了在车辆速度低于预定速度时根据步骤b)进行起动和/或在车辆起步期间根据步骤b)进行起动时，闭合靠近电机的子变速器离合器并且使远离电机的子变速器离合器进入滑差运行，电机(14)的转矩通过两个子变速器离合器(26、28)以及通过远离电机的子变速器传递至输出轴(16)。
15.根据权利要求14所述的方法，其特征在于，在闭合所述接入的离合器(38)之后，靠近电机的子变速器离合器保持闭合并且远离电机的子变速器离合器保持在滑差运行中，直至内燃机(12)起动。
16.根据权利要求14所述的方法，其特征在于，在根据步骤b)起动内燃机(12)之后，闭合远离电机的子变速器离合器，并且当由内燃机(12)导入功率分支变速器(20)的转矩达到或超过由电机(14)导入功率分支变速器(20)的转矩时，打开靠近电机的子变速器离合器，从而转矩仅通过内燃机(12)到达输出轴(16)。
17.根据权利要求8至10中任一项所述的方法，其特征在于，为了在高于预定最小速度的电动行驶运行期间根据步骤b)起动内燃机(12)，接入高于最低挡的较高挡位，该较高挡位位于远离电机的子变速器中，并且将远离电机的子变速器离合器切换到滑差运行中，随后接入靠近电机的子变速器中的较低挡位并且打开远离电机的子变速器离合器，以使飞轮质量基于所述较低挡位而加速。
18.根据权利要求17所述的方法，其特征在于，在起动内燃机(12)之后，通过至少部分地闭合远离电机的子变速器离合器将内燃机的转矩传递至输出轴(16)并且打开靠近电机的子变速器离合器。
19.根据权利要求18所述的方法，其特征在于，所述电机(14)保持接入，直至内燃机(12)的转矩增加到电机(14)施加到输出轴(16)上的转矩的水平。
20.根据权利要求17所述的方法，其特征在于，为了在高于预定最小速度的电动行驶运行期间根据步骤b)起动内燃机(12)，在开始时接入第三挡位，随后降到第二挡位并且输出轴(16)通过电机(14)经由第二挡位驱动，并且在随后的步骤中尚在接入的离合器闭合之前打开靠近电机的子变速器离合器并且闭合远离电机的子变速器离合器，使得电机(14)的转矩通过靠近电机的子变速器和输出轴(16)导入远离电机的子变速器中并且通过闭合远离电机的子变速器离合器来加速飞轮质量。
21.根据权利要求8至10中任一项所述的方法，其特征在于，在根据步骤b)起动内燃机(12)之后，闭合子变速器离合器(26、28)之一，以便将曲轴与输出轴(16)连接。
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