DE102015010628A1 - Method for operating a motor vehicle - Google Patents

Abstract

A method of operating a motor vehicle equipped with an internal combustion engine and an electrically actuated clutch connecting a transmission shaft of the vehicle to a crankshaft of the internal combustion engine, the method comprising the steps of: moving the clutch to a partially first engaging position with respect to Exerting a first torque value on the crankshaft when the motor vehicle is moving with the engine off and the clutch disengaged, monitoring a parameter indicative of an angular velocity of the crankshaft, starting the engine by injecting fuel into the combustion chamber when Parameter value is greater than an angular velocity threshold, - adjusting the engine speed to be equal to an angular velocity of the transmission shaft, - moving the clutch to a fully engaged position.

Description

TECHNICAL AREA

The present invention relates to a method of operating a motor vehicle.

BACKGROUND

Each motor vehicle is known to be equipped with a drive train, that is, a group of components and / or devices that are designed to generate drive power and to transmit them to the drive wheels of the motor vehicle in order to achieve the traction that the motor vehicle needs to move.

A conventional powertrain includes an internal combustion engine (ICE), such as. As an engine with auto-ignition (diesel engine) or an engine with electric ignition (gasoline engine) having a coupling with a drive axle of the motor vehicle, typically the front drive axle, is rotated.

The ICE may include an engine block that defines at least one cylinder that includes a reciprocating piston having a coupling that rotates a crankshaft. The top of the cylinder is closed by a cylinder head which cooperates with the piston to define a combustion chamber. An air-fuel mixture is supplied to the combustion chamber cyclically and ignited, whereby hot combustion gases are generated, whose expansion causes the movement of the piston and thus the rotation of the crankshaft.

The crankshaft of the ICE is connected to the drive axle via a plurality of intermediate components, commonly referred to as a power transmission, and a transmission and a clutch connecting the transmission to the crankshaft.

The transmission, also referred to as a gear transmission, is a mechanical device that includes a plurality of gears for transmitting torque from the crankshaft to the drive axle, each of which defines a different gear ratio. The transmission may be actuated to engage or disengage one of these gears, thereby changing the gear ratio between the crankshaft and drive axle wheels. In some embodiments, the transmission is manually operated by the driver using a shift lever. In other embodiments, the transmission is automatically actuated by an electronic control unit of the motor vehicle.

The clutch is a mechanical device that is provided to selectively disengage the crankshaft from the transmission so that a gear change can occur. The clutch may be a purely mechanical clutch or an electrically operated clutch (e-clutch, e-clutch).

The E-clutch generally includes an electric actuator that is actuated by the electronic control unit of the motor vehicle. The E-clutch can be controlled by the driver of the motor vehicle with a clutch pedal which is movable between a depressed position and a released position and which is provided with a position sensor connected to the electronic control unit. When the clutch pedal is depressed, the electronic control unit actuates the clutch to disengage the crankshaft from the transmission. When the clutch pedal is released, the clutch returns to a configuration in which the crankshaft and the transmission are engaged. In other embodiments, the e-clutch is completely controlled by the electronic control unit of the motor vehicle, which disengages the clutch automatically when a gear change is required.

To reduce pollutant emissions and increase fuel savings, modern powertrains work on a take-off and start-up sailing strategy. The start and stop sailing strategy ensures that under given vehicle sailing conditions, the clutch is disengaged and the engine is turned off while the vehicle is moving (rolling). If the given sailing conditions are no longer met, such as: For example, when the driver presses an accelerator pedal of the vehicle, a strategy for stopping the sailing is performed by turning on the engine and engaging the clutch.

The start and stop sailing strategy has some disadvantages. A first disadvantage is that it increases the number of starting cycles of the motor over its lifetime, thereby lowering the durability of a motor starter device, usually a dual magnet device. A second disadvantage is that the engine starter device has a low engine restart performance, which affects the engine start response delay in the sail termination strategy.

An object of an embodiment of the invention is to provide a method of operating a motor vehicle, in particular a motor vehicle with a drive train, which is equipped with an electrically actuated clutch which is capable of performing start and stop sailing in which pollutant emissions and fuel consumption of the engine are reduced without having the disadvantages of the prior art engine.

Another task is to achieve this goal with a simple, rational and near-cost solution.

SUMMARY

These and / or other objects are achieved by the features of the embodiments of the invention as indicated in the independent claims. In the dependent claims preferred and / or particularly advantageous features of the embodiments of the invention are listed.

• – Bewegen der Kupplung in eine erste teilweise einrückende Position zum Ausüben eines ersten Drehmomentwerts auf die Kurbelwelle, wenn sich das Kraftfahrzeug bei ausgeschaltetem Verbrennungsmotor und bei in ausgerückter Position befindlicher Kupplung bewegt,
• – Überwachen eines Parameters, der eine Winkelgeschwindigkeit der Kurbelwelle angibt,
• – Starten des Motors durch Einspritzen von Kraftstoff in den Verbrennungsraum, wenn der Parameterwert größer als ein Schwellenwert für die Winkelgeschwindigkeit ist,
• – Regulieren der Verbrennungsmotordrehzahl, sodass sie gleich einer Winkelgeschwindigkeit der Getriebewelle ist,
• – Bewegen der Kupplung in eine vollständig eingerückte Position.

In particular, an embodiment of the invention provides a method of operating a motor vehicle equipped with an internal combustion engine and an electrically actuated clutch connecting a transmission shaft of the vehicle to a crankshaft of the internal combustion engine, the method comprising the steps of:

• Moving the clutch to a first partially engaged position to apply a first torque value to the crankshaft when the motor vehicle is moving with the engine off and the clutch disengaged,
• Monitoring a parameter indicating an angular velocity of the crankshaft,
• Starting the engine by injecting fuel into the combustion chamber when the parameter value is greater than an angular velocity threshold,
• Regulating the engine speed so that it equals an angular velocity of the transmission shaft,
• - Move the clutch to a fully engaged position.

This embodiment of the invention causes the durability of an engine starter device to be increased and, at the same time, the engine start time to be reduced. Another effect of this embodiment of the invention is to improve the engine start response delay in the sail termination strategy.

• – Regulieren der Verbrennungsmotordrehzahl auf einen Drehzahlwert, der größer als eine Winkelgeschwindigkeit der Getriebewelle ist,
• – Bewegen der Kupplung zu einer zweiten teilweise einrückenden Position zum Ausüben eines zweiten Drehmomentwerts auf die Kurbelwelle, wobei der zweite von der Kupplung übertragene Drehmomentwert größer als der vom Motor erzeugte Drehmomentwert ist.

According to one aspect of the invention, between the step of starting the engine and the step of regulating the engine speed, the following further steps are provided:

• Regulating the engine speed to a speed value that is greater than an angular speed of the transmission shaft,
• Moving the clutch to a second partially-engaged position to apply a second torque value to the crankshaft, wherein the second torque value transmitted by the clutch is greater than the torque value generated by the engine.

• – Bewegen der Kupplung in eine dritte teilweise einrückende Position zum Ausüben eines dritten Drehmomentwerts auf die Kurbelwelle, wobei der dritte Drehmomentwert kleiner als der erste Drehmomentwert ist.

This aspect of the invention ensures that the engine speed and transmission speed are ensured to approach each other within a short time. According to another aspect of the invention, between the step of starting the engine and the step of regulating the engine speed, the following further step is provided:

• Moving the clutch to a third partially engaged position to apply a third torque value to the crankshaft, wherein the third torque value is less than the first torque value.

This aspect of the invention causes a good driveability of the motor vehicle is possible, which ensures good ride comfort.

According to a particular aspect of the invention, the third torque value is set equal to zero, which means that the clutch is in a disengaged position.

According to one aspect of the invention, the predetermined angular velocity value is set to greater than the rotational speed value corresponding to a resonance frequency of the engine.

This aspect of the invention causes stress on mechanical components of the internal combustion engine to be avoided.

According to one aspect of the invention, the step of regulating the engine speed is performed by a control cycle that compares an actual speed of the engine with an angular speed value of the transmission shaft for each engine cycle.

According to another aspect of this embodiment of the invention, the step of regulating the engine speed is performed by a control cycle that compares an actual torque of the engine with a torque value of the clutch.

According to another aspect of this embodiment of the invention, the step of regulating the engine speed is performed by a control cycle which includes a Is actual speed and an actual torque of the internal combustion engine with an angular velocity value of the transmission shaft and a torque value of the clutch compares.

A control cycle ensures a reliable and cost-effective control check.

• – die Kupplung in eine teilweise einrückende Position zum Ausüben eines ersten Drehmomentwerts auf die Kurbelwelle des Kraftfahrzeugs zu bewegen, wenn sich das Kraftfahrzeug bei ausgeschaltetem Verbrennungsmotor und bei in ausgerückter Position befindlicher Kupplung bewegt,
• – einen Parameter zu überwachen, der eine Winkelgeschwindigkeit der Kurbelwelle angibt,
• – den Motor durch Einspritzen von Kraftstoff in den Verbrennungsraum zu starten, wenn der Parameterwert größer als ein Schwellenwert für die Winkelgeschwindigkeit ist,
• – die Verbrennungsmotordrehzahl zu regulieren, sodass sie gleich einem Winkelgeschwindigkeitswert der Getriebewelle ist,
• – die Kupplung in eine vollständig eingerückte Position zu bewegen.

Another embodiment of the invention provides a motor vehicle equipped with an internal combustion engine and an electrically-actuated clutch connecting a transmission shaft of the vehicle to a crankshaft of the internal combustion engine, the engine further being equipped with an electronic control unit configured therefor :

• To move the clutch to a partially engaged position for applying a first torque value to the crankshaft of the motor vehicle when the motor vehicle is moving when the engine is off and the clutch is in the disengaged position,
• To monitor a parameter indicating an angular velocity of the crankshaft,
• To start the engine by injecting fuel into the combustion chamber if the parameter value is greater than an angular velocity threshold,
• To regulate the engine speed to be equal to an angular speed value of the transmission shaft,
• - Move the clutch to a fully engaged position.

In fact, this embodiment of the invention has the same effects as the method described above, particularly that it increases the durability of an engine starter device and at the same time reduces the engine start time with respect to the start time of the engine using the engine starter device. Another effect of this embodiment of the invention is to improve the engine start response delay during the sail termination strategy.

The method according to the invention can be carried out by means of a computer program comprising a program code for carrying out all the steps of the method described above and in the form of a computer program product comprising the computer program. The method may be further implemented as an electromagnetic signal, the signal being modulated to carry a sequence of data bits representing a computer program for performing all steps of the method.

• – Mittel zum Bewegen der Kupplung in eine teilweise einrückende Position zum Ausüben eines ersten Drehmomentwerts auf die Kurbelwelle, wenn sich das Kraftfahrzeug bei ausgeschaltetem Verbrennungsmotor und bei in ausgerückter Position befindlicher Kupplung bewegt,
• – Mittel zum Überwachen eines Parameters, der eine Winkelgeschwindigkeit der Kurbelwelle angibt,
• – Mittel zum Starten des Motors durch Einspritzen von Kraftstoff in den Verbrennungsraum, wenn der Parameterwert größer als ein Schwellenwert für die Winkelgeschwindigkeit ist,
• – Mittel zum Regulieren der Verbrennungsmotordrehzahl, sodass sie gleich einem Winkelgeschwindigkeitswert der Getriebewelle ist,
• – Mittel zum Bewegen der Kupplung in eine vollständig eingerückte Position.

Another embodiment of the invention provides an apparatus for operating a motor vehicle equipped with an internal combustion engine and an electrically actuated clutch connecting a transmission shaft of the vehicle to a crankshaft of the engine, the apparatus comprising:

• Means for moving the clutch to a partially engaged position for applying a first torque value to the crankshaft when the motor vehicle is moving with the engine off and the clutch disengaged,
• Means for monitoring a parameter indicating an angular velocity of the crankshaft,
• Means for starting the engine by injecting fuel into the combustion chamber when the parameter value is greater than an angular velocity threshold,
• Means for regulating the engine speed such that it equals an angular speed value of the transmission shaft,
• - means for moving the clutch to a fully engaged position.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will now be described by way of example with reference to the accompanying drawings.

1 illustrates a motor vehicle equipped with a drive train schematically.

2 is a schematic view of an internal combustion engine, the drive train from 1 belongs.

3 is a schematic representation of the section AA of the internal combustion engine 2 ,

4 is a schematic representation of a coupling of the drive train 1 ,

5 FIG. 12 is a graph of a time variation of a clutch torque when the motor vehicle is operated according to an embodiment of the invention.

6 FIG. 12 is a graph of a time variation of engine speed and transmission speed when the motor vehicle is operated in accordance with one embodiment of the invention. FIG.

DETAILED DESCRIPTION

Some embodiments may be a motor vehicle 100 include that in 1 is shown and that a front drive axle 101 that a pair of front wheels 102 carries, a rear drive axle 103 that a pair of rear wheels 104 carries, and a drive train 105 that has a coupling with the front wheels 102 and / or the rear wheels 104 to be rotated.

The powertrain 105 includes an internal combustion engine (ICE) 110 , such as As a diesel engine or a gasoline engine.

The ICE 110 can, as in the 2 and 3 shown an engine block 120 own, the at least one cylinder 125 with a piston 140 defined, wherein the piston 140 having a coupling with which the crankshaft 145 is turned. A cylinder head 130 works with the piston 140 together to a combustion chamber 150 define.

An air-fuel mixture (not shown) enters the combustion chamber 150 introduced and ignited, resulting in hot expanding combustion gases, leading to a reciprocation of the piston 140 to lead. The fuel is from at least one fuel injector 160 provided and the air through at least one inlet 210 , The fuel is under high pressure from a fuel pipe 170 , the fluid zueitend with a high-pressure pump 180 that the pressure of a fuel source 190 increased fuel, is connected to the fuel injector 160 guided. Each of the cylinders 125 has at least two valves 215 coming from a camshaft 135 operated at the same time as the crankshaft 145 rotates. The valves 215 selectively release air from the inlet 210 into the combustion chamber 150 and alternately allow the outlet of the exhaust gases through at least one outlet 220 ,

The air can be the air inlets 210 via an intake manifold 200 be supplied. A line 205 leads the intake manifold 200 Ambient air too. In other embodiments, a throttle 330 be selected to control the air flow to the intake manifold 200 to regulate. In other embodiments, a compressed air system such as a turbocharger is used 230 with a compressor 240 used together with a turbine, used. The rotation of the compressor 240 increases the pressure and the temperature of the air in the pipe 205 and the intake manifold 200 , One in the lead 205 included intercooler 260 can reduce the temperature of the air. The turbine 250 turns when flowing from an exhaust manifold 225 coming exhaust gases, the exhaust gas from the outlet 220 passes through a series of vanes before passing through the turbine 250 is expanded. This example shows a variable geometry turbine (VGT) with a VGT actuator 290 configured to move the vanes to allow the vanes to flow the exhaust gas through the turbine 250 to change. In other embodiments, the turbocharger 230 have a fixed geometry and / or have a wastegate.

The exhaust gases leave the turbine 250 and become an exhaust system 270 guided. The exhaust system 270 can be an exhaust pipe 275 comprising one or more exhaust aftertreatment devices 280 Has. Exhaust aftertreatment systems may be any devices that allow the composition of the exhaust gases to be changed. Some examples of exhaust aftertreatment systems 280 are catalytic (two- and three-way) converters, oxidation catalysts, lean NOx traps, hydrocarbon adsorbers, selective catalytic reduction (SCR) systems, and particulate filters. Other embodiments include an exhaust gas recirculation (EGR) system. 300 that with the exhaust manifold 225 and the intake manifold 200 connected is. The EGR 300 can be an EGR cooler 310 indicate the temperature of the exhaust gases in the EGR 300 to reduce. An EGR valve 320 regulates the flow of exhaust gases in the EGR system 300 ,

The car 100 can continue an electronic control unit 450 configured to receive signals from or to various, with the powertrain 105 to send or receive connected devices. The electronic control unit 450 can input signals from different, with the powertrain 105 receive coupled sensors, such as a mass flow and temperature sensor 340 , a pressure and temperature sensor 350 for the manifold, a sensor 360 for the pressure in the combustion chamber, sensors 380 for the coolant and the oil temperature and / or the associated fill level, a pressure sensor 400 for the fuel, a camshaft position sensor 410 , a crankshaft position sensor 420 , a sensor 591 for the angular velocity of the gear shaft, sensors 430 for the pressure and the temperature of the exhaust gases and an EGR temperature sensor 440 , Furthermore, the electronic control unit 450 to output different signals to various control units to the operation of the powertrain 105 to control, for example, to fuel injectors 160 , to the throttle 330 , to the EGR valve 320 and to the VGT actuator 290 ,

In particular, the electronic control unit 450 connected such that it receives input signals from a position sensor 445 an accelerator pedal 446 receives that from the driver of the motor vehicle 100 between a fully released position and a fully depressed position. Based on the position of the accelerator pedal 446 calculates the electronic control unit 450 the driver demanded power and operates the powertrain 105 accordingly, for example by B. the engine cylinders 125 regulated amount of fuel regulated.

The electronic control unit 450 may have one or more digital microprocessor units (CPUs) data-coupled to a memory system and a bus system. The storage system may have various storage media such as optical, magnetic, solid state and other non-volatile media. The bus system may be configured to transmit, receive and modulate analog and / or digital signals to / from the various sensors and controllers. The CPUs are configured to execute instructions executed as a program stored in a memory system, to capture input signals from the data bus, and to output signals to the data bus.

The ICE 110 is with the front drive axle 101 via a gearbox 550 , a clutch 555 which the transmission 550 with the crankshaft 145 connects, and a differential 551 which the transmission 550 with the drive axle 101 connects, coupled. This may cause the rotation of the engine crankshaft 145 to the wheels 102 the front drive axle 101 be transferred and vice versa.

In the transmission 550 (Also referred to as gear transmission) is a mechanical device comprising a plurality of gears, each of which defines a different gear ratio. The transmission may be actuated to engage one of these gears or another, thereby increasing the gear ratio between the engine crankshaft 145 and the wheels 102 changed (switched). The gear 550 Can be operated manually by the driver using a gearshift lever. In other embodiments, the transmission 550 be operated by means of an electric actuator. In this case, the gearbox 550 can still be controlled by the driver or can be controlled automatically by the electronic control unit 450 to be controlled.

At the clutch 555 it is a mechanical device that is provided to the engine crankshaft 145 selectively in / from the gearbox 550 engage and disengage.

According to the invention ( 4 ) is the clutch 555 an electrically operated clutch (E-clutch) and includes one with the crankshaft 145 connected clutch disc 560 and one of the clutch disc 560 corresponding pressure plate 570 that with a gear shaft 580 of the transmission 550 connected is. The printing plate 570 is with an actuator 590 , which may be an electric actuator or a hydraulic cylinder, via a lever 600 and a compression spring 610 connected, which normally causes the pressure plate 570 against the clutch disc 560 is kept pressed.

The actuator 590 the clutch 555 can through the electronic control unit 450 of the motor vehicle 100 automatically or based on the position of a clutch pedal 565 controlled by the driver from a released position to a depressed position. In the latter case, when the driver depresses the clutch pedal 565 moved to the depressed position, the electronic control unit 450 the actuator 590 who has the printing plate 570 from the clutch disc 560 takes off, taking the pressure spring 610 applied force overcomes and the clutch 555 is disengaged. On the other hand, deactivated when the driver the clutch pedal 565 triggers, the electronic control unit 450 the actuator 590 and moves those from the spring 610 force exerted the pressure plate in contact with the clutch disc and becomes the clutch 555 indented.

The electronic control unit 450 may be configured to operate in accordance with a start and stop sailing strategy when predetermined sailing conditions are met. In this case, the electronic control unit operates 450 the actuator such that the engine is decoupled from the drive axle, so that the motor vehicle moves due to inertia. At this point, the electronic control unit shuts off the engine to reduce fuel consumption and improve pollutant emissions.

If the given sailing conditions are no longer met, such as: B. when the driver the accelerator pedal 446 presses the vehicle, leads the electronic control unit 450 a strategy to stop sailing through to the ICE 110 of the motor vehicle 100 to start.

According to one embodiment of the present invention, the electronic control unit checks 450 First, whether the motor vehicle 100 moving according to a sailing condition by determining whether the internal combustion engine (ICE) 110 is turned off and the clutch 555 in a disengaged position. When the motor vehicle moves in accordance with a sailing condition, the electronic control unit moves 450 the coupling 555 in a first partially engaging position for exerting a first torque value on the crankshaft 145 ,

In this way, a torque from the transmission shaft 580 on the crankshaft 145 transferred so that the crankshaft 145 starts to become rotate, passing through the gear shaft 580 is pressed.

In the example of 5 The first torque value has been set equal to 100 Nm, which is an appropriate torque value that ensures good ride comfort and, at the same time, crankshaft angular velocity sufficient to start the engine.

The electronic control unit 450 monitors a parameter that provides an angular velocity value of the crankshaft using the crankshaft position sensor 420 indicates.

Once the parameter value is greater than an angular velocity threshold, the electronic control unit activates 450 the fuel injector 160 so that this fuel enters the combustion chamber 150 to start the internal combustion engine (ICE) 110 injects.

The angular velocity threshold is set to a value higher than a speed value of the ICE corresponding to a resonant frequency of the ICE, to stress mechanical components of the ICE 110 to avoid.

In the example of 6 For example, the speed threshold has been set equal to 450 rpm, which is a value far from the speed value corresponding to the resonant frequency of the ICE.

Once the internal combustion engine 110 started, regulates the electronic control unit 450 the engine speed so that it equals an angular velocity value of the transmission shaft 580 that's by using the sensor 591 is measured for the transmission speed ( 4 ).

According to one aspect of this embodiment of the invention, the step of regulating the engine speed by the electronic control unit 450 performed using a control cycle by an actual speed of the internal combustion engine 110 with an angular velocity value of the gear shaft 580 is compared.

According to another aspect of this embodiment of the invention, the step of regulating the engine speed is performed by a control cycle which is an actual torque of the internal combustion engine 110 with a torque value of the clutch 555 compares.

According to another aspect of this embodiment of the invention, the step of regulating the engine speed is performed by a control cycle, which is an actual speed and an actual torque of the internal combustion engine 101 with an angular velocity value of the gear shaft 580 and a torque value of the clutch 555 compares.

When the engine speed is equal to the speed of the transmission shaft, the electronic control unit deactivates the actuator 590 so the clutch 555 is moved to a fully engaged position.

At this point transfers the crankshaft 145 the torque of the ICE on the gear shaft 580 and the drive axle 110 ,

According to one aspect of the invention, the electronic control unit 450 after starting the engine, adjust the engine speed to a speed value greater than the angular speed of the transmission shaft 580 is, then it actuates the actuator 590 to the clutch 555 to move to a second partially engaging position for applying a second torque value to the crankshaft, wherein the second torque value transmitted by the clutch is greater than the torque generated by the engine.

More specifically, the second torque value transmitted from the clutch is greater than that of the ICE by a predetermined amount of torque 110 generated torque. Preferably, the electronic control unit operates 450 the actuator so that the torque transmitted by the clutch is 5% greater than that of the ICE 110 generated torque is. At this point regulates the electronic control unit 450 the speed of the internal combustion engine 110 so that they equal the angular velocity of the gear shaft 580 is and disables the electronic control unit 450 then the actuator 590 so the clutch 555 is moved to a fully engaged position.

According to a further aspect of the invention, the electronic control unit 450 after starting the ICE 110 the actuator 590 Press to the clutch 555 to move to a third engaging position for applying a third torque value to the crankshaft, wherein the third torque value is less than the first torque value.

The third torque value may be set equal to zero according to an embodiment of this aspect of the invention, which means that the actuator 590 the coupling 555 moved to the disengaged position.

At this point regulates the electronic control unit 450 the speed of the internal combustion engine 110 so that they equal the angular velocity of the gear shaft 580 is and disables the electronic control unit 450 then the actuator 590 so the clutch 555 is moved to a fully engaged position.

While at least one exemplary embodiment has been presented in the above summary and detailed description, it should be understood that a number of variations exist. It is further understood that the exemplary embodiment or exemplary embodiments are merely examples that are not intended to limit the scope, applicability, or construction of the invention. Rather, the above summary and detailed description will provide those skilled in the art with a simple guide to practicing at least one exemplary embodiment, it being understood that various changes may be made to the function and arrangement of elements described in an exemplary embodiment without departing from the scope of the appended claims and their legal equivalents.

LIST OF REFERENCE NUMBERS

100

motor vehicle

101

front drive axle

102

front wheels

103

rear drive axle

104

rear wheels

105

powertrain

110

internal combustion engine

120

block

125

cylinder

130

cylinder head

135

camshaft

140

piston

145

crankshaft

150

combustion chamber

160

fuel injector

170

Fuel pipe

180

high pressure pump

190

Fuel source

200

intake manifold

205

management

210

inlet

215

Valve

220

outlet

225

exhaust manifold

230

turbocharger

240

compressor

250

turbine

260

Intercooler

270

exhaust system

275

exhaust pipe

280

exhaust aftertreatment device

290

VGT actuator

300

Exhaust gas recirculation system

310

EGR cooler

320

EGR valve

330

throttle

340

Mass flow and temperature sensor

350

Pressure and temperature sensor

360

sensor

380

sensor

400

pressure sensor

410

Camshaft position sensor

420

Crankshaft position sensor

430

sensor

440

EGR temperature sensor

445

position sensor

446

accelerator

450

electronic control unit

550

transmission

551

differential

555

clutch

560

clutch disc

565

clutch pedal

570

printing plate

580

gear shaft

590

actuator

591

Sensor for the angular velocity of the gear shaft

600

lever

610

compression spring

Claims (11)

Method for operating a motor vehicle ( 100 ) with an internal combustion engine ( 110 ) and an electrically actuated clutch ( 555 ), which a transmission shaft ( 580 ) of the vehicle with a crankshaft ( 145 ) of the internal combustion engine ( 110 ), the method comprising the following steps: - moving the clutch ( 555 ) in a partially first engaging position for applying a first torque value to the crankshaft ( 145 ), when the motor vehicle ( 110 ) with the combustion engine switched off ( 110 ) and in the disengaged position clutch ( 555 ), - monitoring a parameter which is an angular velocity of the crankshaft ( 145 ), - starting the engine ( 110 ) by injecting fuel into the combustion chamber ( 150 ), if the parameter value is greater than an angular velocity threshold, - regulating the engine speed to be equal to an angular velocity of the transmission shaft ( 580 ), - moving the clutch ( 555 ) in a fully engaged position. The method of claim 1, wherein between the step of starting the engine and the step of adjusting the engine speed there are provided the steps of: - adjusting the engine speed to a speed value greater than an angular velocity of the transmission shaft ( 580 ), - moving the clutch ( 555 ) to a second partially engaging position for applying a second torque value to the crankshaft ( 145 ), wherein the second torque value transmitted by the clutch is greater than the torque generated by the engine. The method of claim 1, wherein between the step of starting the engine and the step of regulating the engine speed, the following step is provided: - moving the clutch ( 555 ) to a third engaging position for applying a third torque value to the crankshaft ( 145 ), wherein the third torque value is smaller than the first torque value. The method of claim 3, wherein the third torque value is set equal to zero. The method of claim 1, wherein the angular velocity threshold is set to greater than the rotational speed value corresponding to a resonant frequency of the engine. The method of claim 1, wherein the step of regulating the engine speed is performed by a control cycle having an actual speed of regulating the engine ( 110 ) with an angular velocity value of the transmission shaft ( 580 ) compares. The method of claim 1, wherein the step of adjusting the engine speed is performed by a control cycle that is an actual torque of the internal combustion engine ( 110 ) compares with a torque value of the clutch. The method of claim 6 and 7, wherein the step of regulating the engine speed is performed by a control cycle that includes an actual speed and an actual torque of the internal combustion engine. 110 ) with an angular velocity value of the transmission shaft ( 580 ) and a torque value of the clutch ( 555 ) compares. Motor vehicle ( 100 ) with an internal combustion engine ( 110 ) and an electrically actuated clutch ( 555 ), which a transmission shaft ( 580 ) of the vehicle with a crankshaft ( 145 ) of the internal combustion engine ( 110 ), wherein the engine is further provided with an electrical control device ( 450 ) equipped for this purpose: - the coupling ( 555 ) in a partially engaging position for applying a first torque value to the crankshaft ( 145 ) when the motor vehicle ( 110 ) with the combustion engine switched off ( 110 ) and in the disengaged position clutch ( 555 ), - to monitor a parameter representing an angular velocity of the crankshaft ( 145 ) indicates the engine ( 110 ) by injecting fuel into the combustion chamber ( 150 ), if the parameter value is greater than an angular velocity threshold, - to regulate the engine speed to be equal to an angular velocity value of the transmission shaft ( 580 ), - the coupling ( 555 ) to move to a fully engaged position. A computer program comprising computer code suitable for carrying out the method of any one of the preceding claims. Computer program product on which the computer program according to claim 10 is stored.

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