EP2021220A1 - Method for starting an internal combustion engine in a hybrid drive - Google Patents

Method for starting an internal combustion engine in a hybrid drive

Info

Publication number
EP2021220A1
EP2021220A1 EP07727696A EP07727696A EP2021220A1 EP 2021220 A1 EP2021220 A1 EP 2021220A1 EP 07727696 A EP07727696 A EP 07727696A EP 07727696 A EP07727696 A EP 07727696A EP 2021220 A1 EP2021220 A1 EP 2021220A1
Authority
EP
European Patent Office
Prior art keywords
electric drive
combustion engine
internal combustion
speed
transmission
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP07727696A
Other languages
German (de)
French (fr)
Inventor
Andreas Seel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2021220A1 publication Critical patent/EP2021220A1/en
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • 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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • 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
    • F02N11/00—Starting of engines by means of electric motors
    • 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
    • B60K6/26—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 motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—Torque
    • B60W2510/084—Torque change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/50—Engine start by use of flywheel kinetic energy
    • 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
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the powertrain includes an internal combustion engine associated with an electric machine that generates torque when the internal combustion engine is started. Between the internal combustion engine and a transmission, a clutch is provided, via which a torque generated by the internal combustion engine is transmitted to at least one vehicle drive wheel. Means are provided which actuate the clutch at the start of the internal combustion engine in such a way that a first part of the torque generated by the electric machine when the internal combustion engine is started is transmitted to the at least one vehicle drive wheel and a second part of the electric motor sufficient to start the internal combustion engine Machine generated torque is transmitted to the internal combustion engine.
  • the clutch is operated by means of a control device taking into account temperature and / or speed-dependent maps for the drive torque of the internal combustion engine and / or for the starting torque and / or for the clutch engagement mainly dependent on the clutch engagement.
  • the motor vehicle can be moved depending on the design of the drive train only with the help of at least one electric drive.
  • the at least one electric drive supplies the entire drive energy, whereas the internal combustion engine remains switched off.
  • the stationary internal combustion engine can be started by the at least one electric drive, for example by means of the pulse start, wherein the angular momentum of the at least one electric drive in rotation is used to drive the stationary internal combustion engine
  • the speed of the at least one electric drive is first increased an electric drive and a vehicle transmission arranged clutch operated torque-controlled and transmits in this phase of the motor vehicle equipped with a hybrid drive the driver's desired torque.
  • a clutch located between the at least one electric drive and the internal combustion engine is closed.
  • a disadvantage of this approach is the fact that the clutch operated in the slip state between the vehicle transmission and the at least one electric drive can not be permanently operated in this slip condition, which is required on the one hand to maintain a continuous output number, but on the other hand to a mechanical or thermal see Overloading this clutch would result. This precludes permanent operation of this clutch between the at least one electric drive and the transmission of the vehicle equipped with a hybrid drive.
  • the present invention has for its object to avoid a fall in speed of the drive at the start of the internal combustion engine within a drive train of a vehicle equipped with a hybrid drive vehicle.
  • This object is achieved in that at a speed drop of the at least one electric drive at a pulse start in the internal combustion engine of the hybrid drive, a gear shift operation takes place, which compensates the speed drop of the at least one electric drive at the pulse start of the internal combustion engine.
  • the speed drop of the at least one electric drive occurring when starting the internal combustion engine is compensated by a continuously changing transmission ratio of the transmission, so that the output speed of the at least one electric drive can be kept constant and thus the propulsion of the motor vehicle with hybrid drive can be kept constant.
  • Gearboxes with which a continuous change of the transmission ratio can take place, for example, automatic transmission or belt transmission.
  • the proposed solution according to the invention can be achieved in an advantageous manner that the speed of the at least one electric drive can be increased permanently, so as to start immediately when needed, the internal combustion engine of the hybrid drive. Furthermore, by the proposed solution according to the invention a waiver of the clutch, which is usually provided in hybrid drives between the vehicle transmission and the at least one electric drive, can be achieved. This eliminates the need to operate this clutch torque controlled. Finally, it can be achieved by the inventively proposed solution that the previously required time to increase the speed of the at least one electric drive of the hybrid drive can be omitted, since the at least one electric drive can be operated permanently at a higher speed.
  • the vehicle transmission which preferably as an automatic transmission or z. B.
  • the speed drop of the at least one electric drive which is caused by the spinning of the crankshaft of the internal combustion engine, compensated by means of a continuous changing the Ü-gear ratio in the vehicle transmission.
  • the vehicle transmission switches at the pulse start of the internal combustion engine of the hybrid drive continuously from a first gear ratio to a second ratio such as from a second gear to a first gear in the case of an automatic transmission, the second gear ratio is higher than the first gear ratio, since the input speed of the vehicle transmission due to the speed drop of the at least one electric drive at pulse start drops.
  • the transmission ratio i is given by ( ⁇ Ant ⁇ eb / ⁇ output- If the output speed ⁇ A bt ⁇ eb remains constant and decreases the drive speed (öAnt ⁇ eb, applied by the at least one electric drive due to the pulse start of the internal combustion engine, so the transmission ratio i decreases.
  • FIG. 1 shows the components of a hybrid drive of a vehicle with a coupling between the at least one electric drive and the internal combustion engine and a further coupling between the at least one electric drive and the vehicle transmission
  • FIG. 2 shows a speed diagram of the rotational speeds of the at least one electric drive and the internal combustion engine to be started during the starting phase, plotted over time
  • Figure 4 shows the speed diagram of the at least one electric drive at the desired higher speed of the electric drive
  • Figure 5 is a taking place within the vehicle transmission gear ratio change.
  • FIG. 1 shows the components of a hybrid drive with an internal combustion engine, at least one electric drive, a clutch arranged between them and with a further clutch between the at least one electric drive and a vehicle transmission.
  • a drive train 10 of a motor vehicle equipped with a hybrid drive 12 comprises an internal combustion engine 14.
  • the internal combustion engine 14 can be coupled by means of a first clutch 16 to at least one electric drive 20, which represents a further component of the hybrid drive 12 shown in FIG.
  • An output shaft 22 of the at least one electric drive 20 can be coupled via a further, second clutch 24 to a vehicle transmission 26.
  • the internal combustion engine 14 can be started out of the operating mode "electric driving.” This is generally done by means of a pulse start to set in rotation and to start. For this purpose, however, the increase in the rotational speed of the at least one electric drive 20 is required.
  • the further, second clutch 24 is operated in the configuration shown in FIG. 1 in the slip state.
  • a disadvantage of this starting process in the context of a pulse start of the internal combustion engine 14 is the fact that the further, second clutch 24 can not be operated permanently in the slip state, since this would otherwise be mechanically or thermally overloaded.
  • FIGS. 2 and 3 show rotational speed and torque diagrams, wherein the rotational speed or the torque of the at least one electric drive are respectively plotted over the time axis.
  • the at least one electric drive 20 is operated at an output speed ⁇ > o.
  • an increase in torque of the at least one electric drive 20 operated in the "electric driving" operating state is desired according to the driver's request 38, compare the driver's desired torque 38 in FIG. 3.
  • the rotational speed of the at least an electrical drive 20 as shown in Figure 2 continuously increased until the at least one electric drive 20 has assumed an increased speed ⁇ > i.
  • the internal combustion engine is running at its rotational speed ⁇ 2.
  • the configuration of the hybrid drive 12 shown in FIG. 1 requires that the further, second clutch 24 be operated in the slip state, furthermore the pulse starting operation of the internal combustion engine 14 to be started lasts longer, since first the at least one electric drive 20 has to be accelerated from its output rotational speed ⁇ > o to the increased rotational speed ⁇ > i and only then can a coupling process take place.
  • a complex control of this further, second clutch 24 is required as a torque-controlled clutch.
  • FIG. 4 shows the configuration of the drive train proposed according to the invention.
  • the further, second clutch 24 is dispensed with.
  • the internal combustion engine 14 of the drive train 10 shown in FIG. 4 is connected via its output shaft 18 to the still existing first clutch 16, which in turn is coupled to the at least one electric drive 20.
  • the output shaft 22 of the at least one electric drive 20 is connected to the vehicle transmission 26.
  • FIGS. 5 and 6 show the speed diagram of the at least one electric drive and at least one drive wheel over time and the course of the gear ratio plotted over time during a pulse start.
  • FIGS. 5 and 6 relate to the drive train 10 illustrated in FIG.
  • the rotational speed of the at least one electric drive 20 increases from ⁇ > o to ⁇ > i.
  • the change of the transmission ratio in the transmission ratio of the vehicle transmission 26 from the gear ratio ⁇ l to the gear ratio ii it is downshifted, for example, from a second gear in a first gear.
  • the at least one electric drive 20 see from the outset with increased Speed ⁇ > i are operated.
  • the vehicle transmission 26 is operated with the transmission ratio ii.
  • the vehicle transmission 26 is preferably designed as an automatically shifting transmission or designed as a belt transmission (CVT transmission). This ensures that during the pulse start of the internal combustion engine 14, the propulsion of the vehicle is continuously maintained.
  • the variant of the drive train 10 proposed according to the invention also makes it possible to operate the at least one electric drive 20 at an increased rotational speed ⁇ > i, so that the "pulling-up phase" of the at least one electric drive 20 required within the time span 46 can be dispensed with.
  • the solution proposed according to the invention eliminates the second additional coupling 24 required in FIG. 1 and its time-consuming torque control.
  • it is possible to achieve "winding" of the at least one electric drive 20, ie to increase its rotational speed, whereby the transmission ratio in the vehicle transmission 26 is continuously increased, which is brought about by a downshift Pulse start of the internal combustion engine 14, which is connected to a speed decrease at least one electric drive 20, the output speed ⁇ A bt ⁇ eb the vehicle transmission 26 are kept constant, since the gear ratio i (öAbt ⁇ eb / ⁇ drive drops, thus an upshift within the vehicle transmission 26 takes place.

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
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Abstract

The invention relates to a method for starting an internal combustion engine (14) of a hybrid drive (12) comprising at least one electric drive (20). This can be coupled to the internal combustion engine (14) via a first clutch (16) for pulsed starting of the internal combustion engine. A rotational speed change (34, 36) in the at least one electric drive (20), which change occurs during pulsed starting of the internal combustion engine (14), is compensated for by continuous changes (42, 44) in the transmission ratio in a vehicle gearbox (26).

Description

Beschreibungdescription
Titeltitle
Verfahren zum Starten einer Verbrennungskraftmaschine in einem HybridantriebMethod for starting an internal combustion engine in a hybrid drive
Stand der TechnikState of the art
Aus EP 1 173 674 Bl geht ein Antriebsstrang für ein Kraftfahrzeug hervor. Der Antriebsstrang umfasst einen Verbrennungsmotor, dem eine elektrische Maschine zugeordnet ist, die beim Starten des Verbrennungsmotors ein Drehmoment erzeugt. Zwischen dem Verbren- nungsmotor und einem Getriebe ist eine Kupplung vorgesehen, über die ein durch den Verbrennungsmotor erzeugtes Drehmoment auf zumindest ein Fahrzeugantriebsrad übertragen wird. Es sind Einrichtungen vorgesehen, die die Kupplung beim Start des Verbrennungsmotors derart betätigen, dass ein erster Teil des beim Starten des Verbrennungsmotors von der elektrischen Maschine erzeugten Drehmoments auf das zumindest eine Fahr- zeugantriebsrad und ein zum Starten des Verbrennungsmotors ausreichender zweiter Teil des von der elektrischen Maschine erzeugten Drehmomentes auf den Verbrennungsmotor übertragen wird. Die Kupplung wird mittels einer Steuereinrichtung unter Berücksichtigung temperatur- und/oder drehzahlabhängiger Kennfelder für das Antriebsmoment des Verbrennungsmotors und/oder für das Startmoment und/oder für das vorwiegend vom Kupplungs- einrückweg abhängige Kupplungsmoment betrieben.From EP 1 173 674 Bl discloses a drive train for a motor vehicle. The powertrain includes an internal combustion engine associated with an electric machine that generates torque when the internal combustion engine is started. Between the internal combustion engine and a transmission, a clutch is provided, via which a torque generated by the internal combustion engine is transmitted to at least one vehicle drive wheel. Means are provided which actuate the clutch at the start of the internal combustion engine in such a way that a first part of the torque generated by the electric machine when the internal combustion engine is started is transmitted to the at least one vehicle drive wheel and a second part of the electric motor sufficient to start the internal combustion engine Machine generated torque is transmitted to the internal combustion engine. The clutch is operated by means of a control device taking into account temperature and / or speed-dependent maps for the drive torque of the internal combustion engine and / or for the starting torque and / or for the clutch engagement mainly dependent on the clutch engagement.
Bei heute eingesetzten Fahrzeugantrieben, wie z. B. einem Hybridantrieb mit mindestens einer Verbrennungskraftmaschine und mit mindestens einem weiteren Elektroantrieb, kann das Kraftfahrzeug je nach Ausführung des Antriebsstranges nur mit Hilfe des mindestens einen Elektroantriebs bewegt werden. In diesem Falle liefert der mindestens eine Elektroantrieb die gesamte Antriebsenergie, wohingegen die Verbrennungskraftmaschine abgeschaltet bleibt. Im Betriebsmodus „Elektrisches Fahren" kann die stillstehende Verbrennungskraftmaschine durch den mindestens einen Elektroantrieb gestartet werden. Dies kann z. B. mit Hilfe des Impulsstartes erfolgen, wobei der Drehimpuls des in Rotation befindlichen mindes- tens einen Elektroantriebes genutzt wird, um die stillstehende Verbrennungskraftmaschine in Rotation zu versetzen. Zur Durchführung des Impulsstartes wird zuerst die Drehzahl des mindestens einen Elektroantriebes erhöht. Um dabei keine Drehzahlerhöhung des mindestens einen Elektroantriebes herbeizuführen, wird in der Regel eine zwischen dem mindestens einen Elektroantrieb und einem Fahrzeuggetriebe angeordnete Kupplung momentengeregelt betrieben und überträgt in dieser Betriebsphase des mit einem Hybridantrieb ausgestatteten Kraftfahrzeugs das Fahrerwunschmoment. Nach erfolgter Drehzahlerhöhung des mindestens einen Elektroantriebes wird eine sich zwischen dem mindestens einen Elektroantrieb und der Verbrennungskraftmaschine befindende Kupplung geschlossen. Nachteilig bei diesem Vorgehen ist der Umstand, dass die im Schlupfzustand betriebene Kupplung zwischen dem Fahrzeuggetriebe und dem mindestens einen Elektroantrieb nicht dauerhaft in diesem Schlupfzustand betrieben werden kann, der einerseits zur Beibehaltung einer kontinuierlichen Abtriebszahl erforderlich ist, jedoch andererseits zu einer mechanischen oder thermi- sehen Überlastung dieser Kupplung führen würde. Dies schließt einen dauerhaften Betrieb dieser Kupplung zwischen dem mindestens einen Elektroantrieb und des Getriebes des mit einem Hybridantrieb ausgestatteten Fahrzeuges aus. Zur Durchführung des geschilderten Impulsstartes ist es zunächst erforderlich, eine Drehzahlerhöhung an dem mindestens einen Elektroantrieb des Hybridantriebes herbeizuführen, so dass der gesamte Startvorgang ver- längert wird, da der mindestens eine elektrische Antrieb zunächst beschleunigt werden muss und danach erst eine Antriebsverbindung zur Verbrennungskraftmaschine geschaffen werden kann und gleichzeitig eine aufwändige Momentenregelung der Kupplung des mindestens einen Elektroantriebes zum Fahrzeuggetriebe erforderlich ist, um keine Momentensprünge am Abtrieb zu erzeugen.In today used vehicle drives, such. As a hybrid drive with at least one internal combustion engine and at least one further electric drive, the motor vehicle can be moved depending on the design of the drive train only with the help of at least one electric drive. In this case, the at least one electric drive supplies the entire drive energy, whereas the internal combustion engine remains switched off. In the operating mode "electric driving", the stationary internal combustion engine can be started by the at least one electric drive, for example by means of the pulse start, wherein the angular momentum of the at least one electric drive in rotation is used to drive the stationary internal combustion engine To start the pulse, the speed of the at least one electric drive is first increased an electric drive and a vehicle transmission arranged clutch operated torque-controlled and transmits in this phase of the motor vehicle equipped with a hybrid drive the driver's desired torque. After the speed increase of the at least one electric drive, a clutch located between the at least one electric drive and the internal combustion engine is closed. A disadvantage of this approach is the fact that the clutch operated in the slip state between the vehicle transmission and the at least one electric drive can not be permanently operated in this slip condition, which is required on the one hand to maintain a continuous output number, but on the other hand to a mechanical or thermal see Overloading this clutch would result. This precludes permanent operation of this clutch between the at least one electric drive and the transmission of the vehicle equipped with a hybrid drive. To carry out the described pulse start, it is first necessary to increase the speed of the at least one electric drive of the hybrid drive, so that the entire starting process is prolonged, since the at least one electric drive first has to be accelerated and only then is a drive connection to the internal combustion engine created can and at the same time a complex torque control of the coupling of the at least one electric drive to the vehicle transmission is required to produce any torque jumps on the output.
Offenbarung der ErfindungDisclosure of the invention
Angesichts des aufgezeigten technischen Problems liegt der vorliegenden Erfindung die Aufgabe zugrunde, innerhalb eines Antriebsstranges eines mit einem Hybridantrieb ausgerüsteten Fahrzeugs einen Drehzahleinbruch des Antriebs beim Start der Verbrennungskraftmaschine zu vermeiden.In view of the indicated technical problem, the present invention has for its object to avoid a fall in speed of the drive at the start of the internal combustion engine within a drive train of a vehicle equipped with a hybrid drive vehicle.
Diese Aufgabe wird erfindungsgemäß dadurch gelöst, dass bei einem Drehzahlabfall des mindestens einen elektrischen Antriebes bei einem Impulsstart in der Verbrennungskraftmaschine des Hybridantriebes ein Getriebeschaltvorgang erfolgt, der den Drehzahlabfall des mindestens einen elektrischen Antriebes beim Impulsstart der Verbrennungskraftmaschine kompensiert. Insbesondere wird der beim Starten der Verbrennungskraftmaschine erfolgende Drehzahlabfall des mindestens einen elektrischen Antriebes durch ein sich konti- nuierlich änderndes Übersetzungsverhältnis des Getriebes kompensiert, so dass die Abtriebsdrehzahl des mindestens einen elektrischen Antriebes konstant und damit der Vortrieb des Kraftfahrzeuges mit Hybridantrieb konstant gehalten werden kann. Getriebe, mit denen eine kontinuierliche Änderung des Übersetzungsverhältnisses erfolgen kann, sind z.B. Automatikgetriebe oder Umschlingungsgetriebe.This object is achieved in that at a speed drop of the at least one electric drive at a pulse start in the internal combustion engine of the hybrid drive, a gear shift operation takes place, which compensates the speed drop of the at least one electric drive at the pulse start of the internal combustion engine. In particular, the speed drop of the at least one electric drive occurring when starting the internal combustion engine is compensated by a continuously changing transmission ratio of the transmission, so that the output speed of the at least one electric drive can be kept constant and thus the propulsion of the motor vehicle with hybrid drive can be kept constant. Gearboxes with which a continuous change of the transmission ratio can take place, for example, automatic transmission or belt transmission.
Mit der erfindungsgemäß vorgeschlagenen Lösung lässt sich in vorteilhafter Weise errei- chen, dass die Drehzahl des mindestens einen elektrischen Antriebes dauerhaft erhöht werden kann, um so bei Bedarf die Verbrennungskraftmaschine des Hybridantriebes sofort zu starten. Ferner kann durch die erfindungsgemäß vorgeschlagene Lösung ein Verzicht auf die Kupplung, die üblicherweise bei Hybridantrieben zwischen dem Fahrzeuggetriebe und dem mindestens einen elektrischen Antrieb vorgesehen ist, erreicht werden. Damit entfällt auch das Erfordernis, diese Kupplung momentengeregelt zu betreiben. Schließlich kann durch die erfindungsgemäß vorgeschlagene Lösung erreicht werden, dass die bisher erforderliche Zeitspanne zur Erhöhung der Drehzahl des mindestens einen elektrischen Antriebes des Hybridantriebes wegfallen kann, da der mindestens eine elektrische Antrieb dauerhaft auf einer höheren Drehzahl betrieben werden kann. Das Fahrzeuggetriebe, welches bevorzugt als ein Automatikgetriebe oder z. B. als ein Umschlingungsgetriebe mit kontinuierlicher Übersetzung beschaffen ist, kompensiert den Drehzahlabfall des mindestens einen Elektro - antriebes beim Impulsstart der Verbrennungskraftmaschine während des Betriebsmodus „Elektrisches Fahren" und hält die Raddrehzahl konstant, so dass eine Unterbrechung des Vortriebs des Kraftfahrzeugs mit Hybridantrieb ausgeschlossen ist.With the proposed solution according to the invention can be achieved in an advantageous manner that the speed of the at least one electric drive can be increased permanently, so as to start immediately when needed, the internal combustion engine of the hybrid drive. Furthermore, by the proposed solution according to the invention a waiver of the clutch, which is usually provided in hybrid drives between the vehicle transmission and the at least one electric drive, can be achieved. This eliminates the need to operate this clutch torque controlled. Finally, it can be achieved by the inventively proposed solution that the previously required time to increase the speed of the at least one electric drive of the hybrid drive can be omitted, since the at least one electric drive can be operated permanently at a higher speed. The vehicle transmission, which preferably as an automatic transmission or z. B. is designed as a belt transmission with continuous translation, compensates the speed drop of the at least one electric - drive at the pulse start of the internal combustion engine during the operating mode "electric driving" and keeps the wheel speed constant, so that an interruption of the propulsion of the motor vehicle is excluded with hybrid drive.
Beim Impulsstart der Verbrennungskraftmaschine des Hybridantriebes wird der Drehzahlabfall des mindestens einen elektrischen Antriebes, der durch das Durchdrehen der Kurbelwelle der Verbrennungskraftmaschine entsteht, mittels eines kontinuierlichen Änderns des Ü- bersetzungsverhältnisses im Fahrzeuggetriebe kompensiert. Das Fahrzeuggetriebe schaltet beim Impulsstart der Verbrennungskraftmaschine des Hybridantriebes von einem ersten Übersetzungsverhältnis kontinuierlich auf ein zweites Übersetzungsverhältnis so z.B. von einer zweiten Gangstufe in eine erste Gangstufe im Falle eines automatischen Getriebes, wobei das zweite Übersetzungsverhältnis höher liegt als das erste Übersetzungsverhältnis, da die Eingangsdrehzahl des Fahrzeuggetriebes aufgrund des Drehzahlabfalls des mindes- tens einen elektrischen Antriebes beim Impulsstart abfällt. Das Übersetzungsverhältnis i ist gegeben durch (öAntπeb/ω Abtrieb- Bleibt die Abtriebsdrehzahl ωAbtπeb konstant und sinkt die Antriebsdrehzahl (öAntπeb, aufgebracht durch den mindestens einen elektrischen Antrieb aufgrund des Impulsstartes der Verbrennungskraftmaschine, so sinkt das Übersetzungsverhältnis i.When starting the pulse of the internal combustion engine of the hybrid drive, the speed drop of the at least one electric drive, which is caused by the spinning of the crankshaft of the internal combustion engine, compensated by means of a continuous changing the Ü-gear ratio in the vehicle transmission. The vehicle transmission switches at the pulse start of the internal combustion engine of the hybrid drive continuously from a first gear ratio to a second ratio such as from a second gear to a first gear in the case of an automatic transmission, the second gear ratio is higher than the first gear ratio, since the input speed of the vehicle transmission due to the speed drop of the at least one electric drive at pulse start drops. The transmission ratio i is given by (ΔAntπeb / ω output- If the output speed ω A btπeb remains constant and decreases the drive speed (öAntπeb, applied by the at least one electric drive due to the pulse start of the internal combustion engine, so the transmission ratio i decreases.
Zeichnungdrawing
Anhand der Zeichnung wird die Erfindung nachstehend eingehender beschrieben. Es zeigt:With reference to the drawing, the invention will be described below in more detail. It shows:
Figur 1 die Komponenten eines Hybridantriebes eines Fahrzeuges mit einer Kupplung zwischen dem mindestens einen elektrischen Antrieb und der Verbrennungskraftmaschine und einer weiteren Kupplung zwischen dem mindestens einen E- lektroantrieb und dem Fahrzeuggetriebe,1 shows the components of a hybrid drive of a vehicle with a coupling between the at least one electric drive and the internal combustion engine and a further coupling between the at least one electric drive and the vehicle transmission,
Figur 2 ein Drehzahldiagramm der Drehzahlen des mindestens einen Elektroantriebs und der zu startenden Verbrennungskraftmaschine während der Startphase, aufgetragen über die Zeit,FIG. 2 shows a speed diagram of the rotational speeds of the at least one electric drive and the internal combustion engine to be started during the starting phase, plotted over time,
Figur 3 den Verlauf eines Fahrermomentenwunsches, aufgetragen über die Zeit,3 shows the course of a driver torque request, plotted over time,
Figur 4 das Drehzahldiagramm des mindestens einen elektrischen Antriebs bei gewünschter höherer Drehzahl des elektrischen Antriebes undFigure 4 shows the speed diagram of the at least one electric drive at the desired higher speed of the electric drive and
Figur 5 einen innerhalb des Fahrzeuggetriebes erfolgenden Übersetzungsverhältniswechsel.Figure 5 is a taking place within the vehicle transmission gear ratio change.
Ausführungsbeispieleembodiments
Der Darstellung gemäß Figur 1 sind die Komponenten eines Hybridantriebes mit einer Verbrennungskraftmaschine, mindestens einem elektrischen Antrieb, einer zwischen diesen angeordneten Kupplung sowie mit einer weiteren Kupplung zwischen dem mindestens einen Elektroantrieb und einem Fahrzeuggetriebe zu entnehmen.The illustration according to FIG. 1 shows the components of a hybrid drive with an internal combustion engine, at least one electric drive, a clutch arranged between them and with a further clutch between the at least one electric drive and a vehicle transmission.
Ein Antriebsstrang 10 eines mit einem Hybridantrieb 12 ausgerüsteten Kraftfahrzeuges um- fasst eine Verbrennungskraftmaschine 14. Die Verbrennungskraftmaschine 14 ist mittels einer ersten Kupplung 16 an mindestens einen Elektroantrieb 20 kuppelbar, der eine weitere Komponente des in Figur 1 dargestellten Hybridantriebs 12 darstellt. Eine Abtriebswelle 22 des mindestens einen Elektroantriebes 20 ist über eine weitere, zweite Kupplung 24 mit einem Fahrzeuggetriebe 26 kuppelbar. Bei der in Figur 1 dargestellten Ausführungsvariante des Hybridantriebes 12 kann die Verbrennungskraftmaschine 14 aus dem Betriebsmodus „Elektrisches Fahren" heraus gestartet werden. Dies erfolgt in der Regel mittels eines Impulsstartes. Hierbei wird der Drehimpuls des mindestens einen Elektroantriebes 20 dazu genutzt, die stillstehende Verbrennungskraftmaschine 14 in Rotation zu versetzen und zu starten. Dazu ist jedoch die Erhöhung der Drehzahl des mindestens einen elektrischen Antriebes 20 erforderlich. Um bei der Drehzahlerhöhung des mindestens einen elektrischen Antriebes 20 keine Drehzahlerhöhung am Abtrieb zu erhalten, wird die weitere, zweite Kupplung 24 in der in Figur 1 dargestellten Konfiguration im Schlupfzustand betrieben. Nachteilig bei diesem Startvorgang im Rahmen eines Impulsstartes der Verbrennungskraftmaschine 14 ist der Umstand, dass die weitere, zweite Kupplung 24 nicht dauerhaft im Schlupfzustand betrieben werden kann, da diese ansonsten mechanisch oder thermisch überlastet würde.A drive train 10 of a motor vehicle equipped with a hybrid drive 12 comprises an internal combustion engine 14. The internal combustion engine 14 can be coupled by means of a first clutch 16 to at least one electric drive 20, which represents a further component of the hybrid drive 12 shown in FIG. An output shaft 22 of the at least one electric drive 20 can be coupled via a further, second clutch 24 to a vehicle transmission 26. 1, the internal combustion engine 14 can be started out of the operating mode "electric driving." This is generally done by means of a pulse start to set in rotation and to start. For this purpose, however, the increase in the rotational speed of the at least one electric drive 20 is required. In order to obtain no speed increase at the output during the speed increase of the at least one electric drive 20, the further, second clutch 24 is operated in the configuration shown in FIG. 1 in the slip state. A disadvantage of this starting process in the context of a pulse start of the internal combustion engine 14 is the fact that the further, second clutch 24 can not be operated permanently in the slip state, since this would otherwise be mechanically or thermally overloaded.
Den Figuren 2 und 3 sind Drehzahl- beziehungsweise Momentendiagramme zu entnehmen, wobei die Drehzahl beziehungsweise das Moment des mindestens einen Elektroantriebes jeweils über der Zeitachse aufgetragen sind.FIGS. 2 and 3 show rotational speed and torque diagrams, wherein the rotational speed or the torque of the at least one electric drive are respectively plotted over the time axis.
Aus der Darstellung gemäß Figur 2 geht hervor, dass der mindestens eine Elektroantrieb 20 mit einer Ausgangsdrehzahl α>o betrieben wird. Zum Zeitpunkt t = t0 wird eine Momentenerhöhung des im Betriebszustand „Elektrisches Fahren" betriebenen mindestens einen E- lektroantriebes 20 gemäß des Fahrerwunsches 38 gewünscht, vergleiche Fahrerwunschmo- ment 38 in Figur 3. Ab dem Zeitpunkt t = t0 wird die Drehzahl des mindestens einen elektrischen Antriebes 20 gemäß der Darstellung in Figur 2 kontinuierlich gesteigert, bis der min- destens eine elektrische Antrieb 20 eine erhöhte Drehzahl α>i angenommen hat.From the illustration according to FIG. 2, it can be seen that the at least one electric drive 20 is operated at an output speed α> o. At the time t = t 0 , an increase in torque of the at least one electric drive 20 operated in the "electric driving" operating state is desired according to the driver's request 38, compare the driver's desired torque 38 in FIG. 3. From the time t = t 0 , the rotational speed of the at least an electrical drive 20 as shown in Figure 2 continuously increased until the at least one electric drive 20 has assumed an increased speed α> i.
Zu einem Zeitpunkt t = ti, d. h. bei erhöhter Drehzahl α>i des mindestens einen elektrischen Antriebes 20 erfolgt ein Schließen der weiteren zweiten Kupplung 24, wodurch sich eine Abnahme 34 der Drehzahl des mindestens einen elektrischen Antriebes 20 einstellt. Gleich- zeitig wird die Verbrennungskraftmaschine 14 durch die weitere, zweite momentengeregelte Kupplung 24 auf ihre Drehzahl ω2 beschleunigt. Die Drehzahlabnahme 34 des mindestens einen elektrischen Antriebes 20 und die Beschleunigung 36 der Verbrennungskraftmaschine 14 erfolgt mithin während der Kupplungsphase 32, innerhalb der die weitere, zweite Kupplung 24 im Schlupfzustand betrieben wird und großen thermischen und mechanischen Belas- tungen ausgesetzt ist.At a time t = ti, ie at an increased rotational speed α> i of the at least one electric drive 20, a closing of the further second clutch 24 takes place, as a result of which a decrease in the rotational speed of the at least one electric drive 20 occurs. At the same time, the internal combustion engine 14 is accelerated to its rotational speed ω 2 by the further, second torque-controlled clutch 24. The speed decrease 34 of the at least one electric drive 20 and the acceleration 36 of the internal combustion engine 14 thus takes place during the clutch phase 32, within which the further, second clutch 24 is operated in the slip state and is exposed to great thermal and mechanical stresses.
Zum Zeitpunkt t = t2 läuft die Verbrennungskraftmaschine mit ihrer Drehzahl ω2 Die in Figur 1 dargestellte Konfiguration des Hybridantriebes 12 erfordert, dass die weitere, zweite Kupplung 24 im Schlupfzustand betrieben wird, ferner dauert der Impulsstartvorgang der zu startenden Verbrennungskraftmaschine 14 länger, da zuerst der mindestens eine elektrische Antrieb 20 von seiner Ausgangsdrehzahl α>o auf die erhöhte Drehzahl α>i beschleunigt werden muss und danach erst ein Kupplungsvorgang erfolgen kann. Um ein Ruckein im Antriebsstrang und eine sich demzufolge einstellende Beeinträchtigung des Fahrkomforts zu vermeiden, ist eine aufwändige Regelung dieser weiteren, zweiten Kupplung 24 als momen- tengeregelte Kupplung erforderlich.At the time t = t 2 , the internal combustion engine is running at its rotational speed ω 2. The configuration of the hybrid drive 12 shown in FIG. 1 requires that the further, second clutch 24 be operated in the slip state, furthermore the pulse starting operation of the internal combustion engine 14 to be started lasts longer, since first the at least one electric drive 20 has to be accelerated from its output rotational speed α> o to the increased rotational speed α> i and only then can a coupling process take place. To a jerk in the drive train and thus adjusting impairment of ride comfort to avoid, a complex control of this further, second clutch 24 is required as a torque-controlled clutch.
Figur 4 ist die Konfiguration des erfindungsgemäß vorgeschlagenen Antriebsstranges zu entnehmen.FIG. 4 shows the configuration of the drive train proposed according to the invention.
Im Unterschied zur Darstellung gemäß Figur 1 ist bei dem in Figur 4 dargestellten Antriebsstrang die weitere, zweite Kupplung 24 entfallen. Die Verbrennungskraftmaschine 14 des in Figur 4 dargestellten Antriebsstrangs 10 ist über ihre Abtriebswelle 18 mit der nach wie vor vorhandenen ersten Kupplung 16 verbunden, die ihrerseits mit dem mindestens einen elektrischen Antrieb 20 gekoppelt ist. Die Abtriebswelle 22 des mindestens einen elektrischen Antriebes 20 ist mit dem Fahrzeuggetriebe 26 verbunden.In contrast to the illustration according to FIG. 1, in the case of the drive train shown in FIG. 4, the further, second clutch 24 is dispensed with. The internal combustion engine 14 of the drive train 10 shown in FIG. 4 is connected via its output shaft 18 to the still existing first clutch 16, which in turn is coupled to the at least one electric drive 20. The output shaft 22 of the at least one electric drive 20 is connected to the vehicle transmission 26.
Den Darstellungen gemäß der Figuren 5 und 6 ist das Drehzahldiagramm des mindestens einen elektrischen Antriebes und mindestens eines Antriebsrades über die Zeit und der Verlauf der Getriebeübersetzung aufgetragen über die Zeit bei einem Impulsstart zu entnehmen.The representations according to FIGS. 5 and 6 show the speed diagram of the at least one electric drive and at least one drive wheel over time and the course of the gear ratio plotted over time during a pulse start.
Die Darstellungen gemäß Figuren 5 und 6 beziehen sich auf den in Figur 4 dargestellten Antriebsstrang 10.The representations according to FIGS. 5 and 6 relate to the drive train 10 illustrated in FIG.
Gemäß der Figuren 5 und 6 wird zum Zeitpunkt t = t0 ein Drehzahlanstieg 46 des mindestens einen elektrischen Antriebes 20 ausgelöst. Demzufolge nimmt die Drehzahl des mindestens einen elektrischen Antriebes 20 von α>o auf α>i zu. Gleichzeitig erfolgt während einer ersten Übergangsphase 42 die Änderung des Übersetzungsverhältnisses in der Getriebe- Übersetzung des Fahrzeuggetriebes 26 vom Übersetzungsverhältnis \ι auf das Übersetzungsverhältnis ii, es wird z.B. von einer zweiten Gangstufe in eine erste Gangstufe heruntergeschaltet. Neben dem in Figur 5 dargestellten Anstieg der Drehzahl des mindestens einen elektrischen Antriebes 20 von der Drehzahl α>o auf die erhöhte Drehzahl α>i entsprechend des in Figur 5 dargestellten Drehzahlanstieges 46 kann der mindestens eine elektri- sehe Antrieb 20 auch von vorneherein mit erhöhter Drehzahl α>i betrieben werden. In diesem Falle wird auch das Fahrzeuggetriebe 26 mit dem Übersetzungsverhältnis ii betrieben.According to FIGS. 5 and 6, a speed rise 46 of the at least one electric drive 20 is triggered at the time t = t 0 . As a result, the rotational speed of the at least one electric drive 20 increases from α> o to α> i. At the same time during a first transition phase 42, the change of the transmission ratio in the transmission ratio of the vehicle transmission 26 from the gear ratio \ l to the gear ratio ii, it is downshifted, for example, from a second gear in a first gear. In addition to the increase of the speed of the at least one electric drive 20 shown in Figure 5 of the rotational speed α> o to the increased speed α> i corresponding to the speed increase 46 shown in Figure 5, the at least one electric drive 20 see from the outset with increased Speed α> i are operated. In this case, the vehicle transmission 26 is operated with the transmission ratio ii.
Zwischen den in Figur 5 und Figur 6 eingetragenen Zeitpunkten ti und t2 erfolgt der Impulsstart der in Figur 4 schematisch angedeuteten Verbrennungskraftmaschine 14, so dass sich gemäß Figur 5 ein Drehzahlabfall 34 des mindestens einen elektrischen Antriebes 20 einstellt. Parallel zum sich einstellenden Drehzahlabfall 34 des mindestens einen elektrischen Antriebes 20 erfolgt während einer zweiten Übergangsphase 44 eine Änderung der Getriebeübersetzung im Fahrzeuggetriebe 26 vom ersten Übersetzungsverhältnis ii auf das zweite Übersetzungsverhältnis 12, so dass - wie in Figur 5 angedeutet - die Raddrehzahl mindestens eines angetriebenen Rades a>Rad konstant bleibt.Between the registered in Figure 5 and Figure 6 points in time ti and t 2 of the pulse start is schematically indicated in FIG 4 the internal combustion engine 14, so that according to figure 5, a speed drop 34 of the at least adjusting one electric drive 20th Parallel to the self-adjusting speed drop 34 of the at least one electric drive 20 is carried out during a second transition phase 44, a change in the gear ratio in the vehicle transmission 26 from the first gear ratio ii to the second Gear ratio 12, so that - as indicated in Figure 5 - the wheel speed of at least one driven wheel a> wheel remains constant.
Bei dem Hybridantrieb 12 gemäß der Darstellung in Figur 4 ist das Fahrzeuggetriebe 26 bevorzugt als ein automatisch schaltendes Getriebe ausgelegt oder als ein Umschlingungs- getriebe (CVT-Getriebe) gestaltet. Dadurch ist sichergestellt, dass während des Impulsstartes der Verbrennungskraftmaschine 14 der Vortrieb des Fahrzeuges kontinuierlich aufrechterhalten wird. Die erfindungsgemäß vorgeschlagene Ausführungsvariante des Antriebsstranges 10 ermöglicht auch den Betrieb des mindestens einen elektrischen Antriebes 20 mit erhöhter Drehzahl α>i, so dass die innerhalb der Zeitspanne 46 erforderliche „Hochziehphase" des mindestens einen elektrischen Antriebes 20 entfallen kann. Dadurch verringert sich die Zeitspanne, innerhalb der die Verbrennungskraftmaschine 14 des Hybridantriebes 12 mit einem Impulsstart angelassen werden kann. Wie aus den Figuren 5 und 6 hervorgeht, wird sowohl bei einem Drehzahlanstieg 46 des mindestens einen elektrischen Antriebes 20 von der Ausgangsdrehzahl α>o auf die erhöhte Drehzahl α>i eine Änderung der Getriebeübersetzung vom Übersetzungsverhältnis 12 auf ii parallel vorgenommen; Gleiches gilt für die Kompensation des Drehzahlabfalles 34 von der erhöhten Drehzahl α>i des mindestens einen elektrischen Antriebes 20 auf dessen Ausgangsdrehzahl ωo, wo während der Zeitspanne zwischen ti und t2 während der zweiten Übergangsphase 44 eine kontinuierliche Änderung der Ge- triebeübersetzung vom Übersetzungsverhältnis ii auf das kleinere Übersetzungsverhältnis i2 folgt, um die Raddrehzahl a>Rad konstant zu halten.In the hybrid drive 12 as shown in FIG. 4, the vehicle transmission 26 is preferably designed as an automatically shifting transmission or designed as a belt transmission (CVT transmission). This ensures that during the pulse start of the internal combustion engine 14, the propulsion of the vehicle is continuously maintained. The variant of the drive train 10 proposed according to the invention also makes it possible to operate the at least one electric drive 20 at an increased rotational speed α> i, so that the "pulling-up phase" of the at least one electric drive 20 required within the time span 46 can be dispensed with. within which the internal combustion engine 14 of the hybrid drive 12 can be started with a pulse start As can be seen from Figures 5 and 6, both at a speed increase 46 of at least one electric drive 20 from the output speed α> o to the increased speed α> i a The same applies to the compensation of the speed drop 34 from the increased speed α> i of the at least one electric drive 20 to its output speed ωo, where during the period between ti and t 2 during the second transition phase 44 is followed by a continuous change of the transmission ratio from the transmission ratio ii to the smaller transmission ratio i 2 in order to keep the wheel speed a> Rad constant.
Durch die erfindungsgemäß vorgeschlagene Lösung kann, wie aus der Darstellung gemäß Figur 4 hervorgeht, die in Figur 1 erforderliche zweite weitere Kupplung 24 und deren auf- wändige Momentenregelung entfallen. Mit dem erfindungsgemäß vorgeschlagenen Verfahren lässt sich ein „Aufziehen" des mindestens einen Elektroantriebs 20, d.h. die Erhöhung von dessen Drehzahl erreichen, wobei das Übersetzungsverhältnis im Fahrzeuggetriebe 26 kontinuierlich erhöht wird, was durch ein Herunterschalten herbeigeführt wird. Andererseits kann durch das erfindungsgemäß vorgeschlagene Verfahren beim Impulsstart der Verbren- nungskraftmaschine 14, der mit einer Drehzahlabnahme am mindestens einen elektrischen Antrieb 20 verbunden ist, die Ausgangsdrehzahl ωAbtπeb des Fahrzeuggetriebes 26 konstant gehalten werden, da das Übersetzungsverhältnis i = (öAbtπeb/ω Antrieb sinkt, demnach ein Hochschalten innerhalb des Fahrzeuggetriebes 26 erfolgt. As can be seen from the illustration according to FIG. 4, the solution proposed according to the invention eliminates the second additional coupling 24 required in FIG. 1 and its time-consuming torque control. With the method proposed according to the invention, it is possible to achieve "winding" of the at least one electric drive 20, ie to increase its rotational speed, whereby the transmission ratio in the vehicle transmission 26 is continuously increased, which is brought about by a downshift Pulse start of the internal combustion engine 14, which is connected to a speed decrease at least one electric drive 20, the output speed ω A btπeb the vehicle transmission 26 are kept constant, since the gear ratio i = (öAbtπeb / ω drive drops, thus an upshift within the vehicle transmission 26 takes place.

Claims

Patentansprüche claims
1. Verfahren zum Start einer Verbrennungskraftmaschine (14) eines Hybridantriebes (12) für Fahrzeuge mit mindestens einem elektrischen Antrieb (20), der über eine erste Kupplung (16) zum Impulsstart der Verbrennungskraftmaschine (14) mit dieser kuppelbar ist, dadurch gekennzeichnet, dass eine beim Impulsstart der Verbrennungskraftmaschine (14) auftretende Drehzahländerung (34, 46) des mindestens einen elektrischen Antriebes (20) durch kontinuierlich erfolgende Änderungen (42, 44) der Übersetzung in einem Fahrzeuggetriebe (26) kompensiert werden.1. A method for starting an internal combustion engine (14) of a hybrid drive (12) for vehicles with at least one electric drive (20) via a first clutch (16) for the pulse start of the internal combustion engine (14) with this can be coupled, characterized in that a speed change (34, 46) of the at least one electric drive (20) which occurs during the pulse start of the internal combustion engine (14) can be compensated for by continuous changes (42, 44) of the transmission in a vehicle transmission (26).
2. Verfahren gemäß Anspruch 1, dadurch gekennzeichnet, dass während eines Drehzahlabfalls (34) des mindestens einen elektrischen Antriebes (20) die Getriebeübersetzung i des Fahrzeuggetriebes (26) kontinuierlich abnimmt.2. The method according to claim 1, characterized in that during a speed drop (34) of the at least one electric drive (20), the transmission ratio i of the vehicle transmission (26) decreases continuously.
3. Verfahren gemäß Anspruch 1, dadurch gekennzeichnet, dass die Raddrehzahl(en) a>Rad mindestens eines angetriebenen Rades während des Impulsstartes der Verbrennungskraftmaschine (14) konstant bleiben.3. The method according to claim 1, characterized in that the wheel speed (s) a> wheel of at least one driven wheel during the pulse start of the internal combustion engine (14) remain constant.
4. Verfahren gemäß Anspruch 1, dadurch gekennzeichnet, dass während eines Drehzahl- anstieges (46) des mindestens einen elektrischen Antriebes (20) zum Zeitpunkt t = t0 das Übersetzungsverhältnis im Fahrzeuggetriebe (26) kontinuierlich zunimmt.4. The method according to claim 1, characterized in that during a speed increase (46) of the at least one electric drive (20) at time t = t 0, the transmission ratio in the vehicle transmission (26) continuously increases.
5. Verfahren gemäß der Ansprüche 2 oder 4, dadurch gekennzeichnet, dass während des Drehzahlabfalls (34) des mindestens einen elektrischen Antriebs (20) im Fahrzeugge- triebe (26) zurückgeschaltet oder bei dem Drehzahlanstieg (46) des mindestens einen elektrischen Antriebs (20) im Fahrzeuggetriebe (26) hochgeschaltet wird.5. The method according to claims 2 or 4, characterized in that during the speed drop (34) of the at least one electric drive (20) in the Fahrzeugge- transmission (26) switched back or at the speed increase (46) of the at least one electric drive (20 ) is upshifted in the vehicle transmission (26).
6. Verfahren gemäß der Ansprüche 2 oder 4, dadurch gekennzeichnet, dass die Gradienten der Drehzahländerungen (34, 36) des mindestens einen elektrischen Antriebes (20) den Gradienten der Änderungen (42, 44) der Getriebeübersetzung im Fahrzeuggetriebe6. The method according to claims 2 or 4, characterized in that the gradients of the speed changes (34, 36) of the at least one electric drive (20) the gradient of the changes (42, 44) of the gear ratio in the vehicle transmission
(26) entsprechen.(26).
7. Verfahren gemäß der Ansprüche 2 oder 4, dadurch gekennzeichnet, dass die kontinuierlichen Änderungen der Getriebeübersetzung in einem als automatisches Getriebe o- der als Umschlingungsgetriebe (CVT) ausgeführten Fahrzeuggetriebe (26) erfolgen.7. The method according to claims 2 or 4, characterized in that the continuous changes of the gear ratio in an automatic gearbox o- as a belt transmission (CVT) running vehicle transmission (26) take place.
8. Verfahren gemäß Anspruch 2, dadurch gekennzeichnet, dass bei einem auf einer gegenüber einer Ausgangsdrehzahl α>o erhöhten Drehzahl α>i betriebenen mindestens einen elektrischen Antrieb (20) der Impulsstart der Verbrennungskraftmaschine (14) um die Zeitspanne verkürzt ist, die einen Drehzahlanstieg (46) des mindestens einen elektrischen Antriebes (20) von ω0 auf ωi erfordert.8. The method according to claim 2, characterized in that at a relative to an output speed α> o increased speed α> i operated at least one electric drive (20) the pulse start of the internal combustion engine (14) is shortened by the time required for a speed increase (46) of the at least one electric drive (20) from ω 0 to ωi.
Antriebsstrang (10) eines Fahrzeugs mit Hybridantrieb (12) mit einer Verbrennungskraftmaschine (14) und mit mindestens einem elektrischen Antrieb (20), der über eine erste Kupplung (16) mit einer Verbrennungskraftmaschine (14) kuppelbar ist und mit einem Fahrzeuggetriebe (26), welches mindestens ein Rad des Fahrzeuges antreibt, wobei die Verbrennungskraftmaschine (14) mittels eines Impulsstarts gestartet werden kann, dadurch gekennzeichnet, dass das Fahrzeuggetriebe (26) ein kontinuierlich schaltendes automatisches Getriebe oder ein Umschlingungsgetriebe (CVT) ist, innerhalb dessen bei Drehzahländerungen (34, 46) des mindestens einen elektrischen Antriebes (20) zwischen einzelnen Übersetzungsverhältnissen ii, i2 rampenförmige Übergänge (42, 44) vorliegen. Drive train (10) of a vehicle with hybrid drive (12) with an internal combustion engine (14) and with at least one electric drive (20) which can be coupled via a first clutch (16) to an internal combustion engine (14) and to a vehicle transmission (26). , which drives at least one wheel of the vehicle, wherein the internal combustion engine (14) can be started by means of a pulse start, characterized in that the vehicle transmission (26) is a continuously shifting automatic transmission or a belt transmission (CVT), within which at speed changes (34 , 46) of the at least one electric drive (20) between individual gear ratios ii, i 2 ramped transitions (42, 44) are present.
EP07727696A 2006-05-12 2007-04-03 Method for starting an internal combustion engine in a hybrid drive Ceased EP2021220A1 (en)

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DE102006022395.0A DE102006022395B4 (en) 2006-05-12 2006-05-12 Method for starting an internal combustion engine in a hybrid drive
PCT/EP2007/053225 WO2007131838A1 (en) 2006-05-12 2007-04-03 Method for starting an internal combustion engine in a hybrid drive

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KR101092710B1 (en) 2011-12-09
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