EP3941791A1 - Procédé pour démarrer un véhicule à moteur - Google Patents

Procédé pour démarrer un véhicule à moteur

Info

Publication number
EP3941791A1
EP3941791A1 EP20712245.8A EP20712245A EP3941791A1 EP 3941791 A1 EP3941791 A1 EP 3941791A1 EP 20712245 A EP20712245 A EP 20712245A EP 3941791 A1 EP3941791 A1 EP 3941791A1
Authority
EP
European Patent Office
Prior art keywords
torque
driver
drive torque
operating phase
combustion engine
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.)
Withdrawn
Application number
EP20712245.8A
Other languages
German (de)
English (en)
Inventor
Hussein Dourra
Jacques Prost
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.)
Magna International Inc
Magna PT BV and Co KG
Original Assignee
Magna International Inc
Magna PT BV and Co KG
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 Magna International Inc, Magna PT BV and Co KG filed Critical Magna International Inc
Publication of EP3941791A1 publication Critical patent/EP3941791A1/fr
Withdrawn legal-status Critical Current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
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • 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
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • 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

Definitions

  • the present invention relates to a method for starting a motor vehicle, wherein the motor vehicle has a drive train with a hybrid drive unit, a transmission and an accelerator pedal by means of which a driver can set a driver's torque.
  • a motor vehicle with an automatic transmission can be constructed in different ways.
  • Converter automatic transmissions with a hydrodynamic torque converter and dual clutch transmissions are currently installed most frequently.
  • the hydrodynamic torque converter is the link between a drive unit, such as an internal combustion engine, and the actual transmission.
  • the torque converter enables a comfortable, jerk-free start due to the slip and at the same time dampens rotational irregularities in the internal combustion engine.
  • the principle-related torque increase provides a large starting torque.
  • Double clutch transmissions do not have a hydrodynamic torque converter, but rather two dry or wet starting clutches that can transmit a maximum of the current internal combustion engine torque to the transmission input.
  • the starting behavior with a dual clutch transmission is less dynamic than with a converter transmission.
  • the gear ratio spread is often increased by installing an additional starting gear to achieve a rod dynamic converter.
  • this has a disadvantageous effect on the complexity of the transmission and the space required.
  • the hybridization of the drive train continues to be the focus of the further development of motor vehicles. Usually this is done by expanding the drive unit to include an electric machine.
  • the object is achieved by a method for starting a motor vehicle, the motor vehicle having a drive train with a hybrid drive unit, a transmission and an accelerator pedal, by means of which a driver can set a driver's desired torque, the hybrid drive unit being in a first one when the motor vehicle starts up Operating phase is regulated to an increased total drive torque compared to the driver's desired torque.
  • the method according to the invention is used in a motor vehicle with a drivetrain that has a hybrid drive unit, a transmission and an accelerator pedal.
  • a hybrid drive unit is essentially to be understood as a combination of at least two different drive technologies.
  • the hybrid drive unit particularly preferably has an internal combustion engine and an electric machine, the total drive torque being formed by adding a first drive torque, namely a drive torque of the internal combustion engine, and a second drive torque, namely a drive torque of the electric machine.
  • the hybrid drive unit is designed to provide drive power that can be passed via the transmission to an output and / or directly to an output.
  • the electric machine can be arranged in the power flow direction between the internal combustion engine and the transmission.
  • the electrical machine can be connected directly to an output. It is also conceivable that the internal combustion engine and the transmission are arranged on a first vehicle axle, while the electrical machine is arranged on an output of a second vehicle axle.
  • the method according to the invention should not be restricted to possible connection possibilities of the drive units with respect to the drive train, since the arrangement of the drive units does not affect the method.
  • the transmission is preferably as a stepped gear known to the transmission specialist gear trained. However, it is also conceivable to use a planetary gear in combination with this or separately.
  • the start-up or the start-up process of the motor vehicle can be divided into two operating phases, namely a first operating phase and a second operating phase.
  • the first operating phase corresponds to an acceleration phase of the motor vehicle in which the total drive torque of the hybrid drive unit is regulated towards a first target drive torque.
  • the first operating phase is considered completed as soon as the first target torque of the internal combustion engine corresponds to the torque desired by the driver.
  • the second operating phase corresponds to an acceleration phase of the motor vehicle in which the total drive torque of the hybrid drive unit is regulated towards a second target drive torque.
  • the driver of the motor vehicle it is possible for the driver of the motor vehicle to set a torque desired by the driver via an accelerator pedal position.
  • the hybrid drive unit is regulated to a total drive torque that is greater than the driver's desired torque as a function of this torque requested by the driver.
  • the total drive torque results from the drive torques of the individual drive units of the hybrid drive unit. There is no need for a direct relationship between a position of the accelerator pedal and the torque desired by the driver. It is also possible, for example, for the accelerator pedal position to be used as a desired output, a desired speed, or the like. is interpreted and a driver request torque is derived from this variable.
  • the hybrid drive unit is preferably regulated to a total drive torque corresponding to the driver's desired torque.
  • An automated clutch unit for example a single clutch, preferably a double clutch, can be arranged between the internal combustion engine and the transmission.
  • the first drive torque of the internal combustion engine present in the drive train can be controlled in a targeted manner. Overall, this improves the control of the sum drive torque.
  • the electrical machine can be designed as a 48V machine, for example.
  • electrical machines deliver high torque but little power in a defined period of time. This property is used in the present process according to the invention.
  • the torque increase of a hydrodynamic torque converter is replaced by an electrical torque of the electrical machine in order to simulate the behavior of a hydrodynamic torque converter.
  • the hybrid drive unit thus preferably comprises at least one electrical machine. However, it is also conceivable to replace this with a drive unit or drive technology with the same or similar properties.
  • the internal combustion engine is preferably regulated to a first target drive torque during the first operating phase, the first target drive torque corresponding to the torque requested by the driver.
  • the electrical machine is preferably regulated to a second target drive torque in the first operating phase, the second target drive torque ment is smaller than the torque requested by the driver.
  • the electric machine is preferably regulated to a zero torque during the second operating phase, namely after the internal combustion engine has reached the first target drive torque and / or the electric machine has reached the second target drive torque.
  • the electric machine is preferably regulated to a generator torque during the second operating phase, namely after the internal combustion engine has reached the first target drive torque and / or the electric machine has reached the second target drive torque.
  • the second operating phase preferably lasts at least as long as the first operating phase.
  • the second drive torque of the electrical machine is preferably increased or decreased in accordance with the change.
  • the first drive torque of the internal combustion engine can be increased or decreased according to the change, in particular if the electric machine is already making its maximum target torque available at the time of the change in the driver's desired torque.
  • the first drive torque of the internal combustion engine is preferably increased or decreased in accordance with the change.
  • the internal combustion engine is preferably used within the first operating phase started.
  • the method according to the invention can therefore also be carried out when the internal combustion engine is not ready for operation or is still switched off due to an operating strategy.
  • the Summenan drive torque is only provided briefly by the electric machine until the internal combustion engine has been started.
  • the start-up can thus be carried out in an accelerated manner, since the drive train reacts immediately to the torque requested by the driver.
  • Fig. 1 shows time curves of torques when starting with the method according to the invention.
  • Fig. 2 shows the course of the torque and the power of an electric machine over the vehicle speed.
  • FIG 3 shows an exemplary drive train for carrying out the method according to the invention.
  • the inventive method described below is applied to a motor vehicle with a (flybrid) drive train 9 comprising an internal combustion engine 10, an electrical machine 11, namely a 48V machine, a dual clutch transmission 12 and an accelerator pedal (FIG. 3).
  • the Flybridan- The drive unit thus has a combustion engine 10 and an electrical machine 11 in the present exemplary embodiment.
  • Line 1 shows the course of the driver's request torque.
  • Line 2 shows the time course of a total drive torque of the hybrid drive unit.
  • Line 3 shows the time profile of a first drive torque of the internal combustion engine 10.
  • Line 4 shows the time profile of a second drive torque of the electrical machine 11.
  • the marker 5 shows a first target drive torque of the internal combustion engine 10.
  • the marker 6 shows a second target drive torque of the electrical Machine 1 1.
  • the zero torque of the electrical machine 1 1 is indicated by the marker 7.
  • the course of the individual drive torques 3, 4 and thus the Summenan drive torque 2 is dependent on the torque 1 requested by the driver.
  • the driver selects the driver's desired torque 1 via an accelerator pedal which he can operate.
  • the driver's desired torque 1 given by the driver using the accelerator pedal is sensed via a control unit and the start-up process is controlled.
  • At least one characteristic curve is stored in the control unit, via which the start-up of the motor vehicle is regulated. I.e. the starting of the motor vehicle is determined by at least one stored characteristic curve.
  • the start-up process is divided into two operating phases, namely into a first operating phase A and a second operating phase B.
  • the first operating phase A starts at time t1 and ends at time t2.
  • the second operating phase starts at time t2 and ends at time t3.
  • the entire starting process thus starts at a point in time t1 and ends at a point in time t3.
  • the two operating phases A, B are essentially the same length.
  • the total drive torque 2 represents the sum of the first drive torque 3 of the internal combustion engine 10 and the second drive torque 4 of the electrical machine 11.
  • the first drive torque 3 of the internal combustion engine 10 and the second drive torque 4 of the electrical machine 1 1 and thus the total drive torque 2 are equal to zero.
  • the first drive torque 3 of the internal combustion engine 10 is regulated to a first target drive torque 5, which corresponds to the driver's desired torque 1.
  • the second drive torque 4 of the electrical machine 10 is regulated to a second target drive torque 6 that is smaller than the driver's desired torque 1.
  • the first target drive torque 5 and the second target drive torque 6 are reached.
  • the total drive torque 2 of the hybrid drive unit resulting therefrom is in particular excessive at time t2 with respect to the driver's desired torque 1.
  • the second operating phase B starts, namely at time t2.
  • the second drive torque 4 of the electrical machine 1 1 is regulated to a zero torque 7.
  • the electrical machine 1 1 can also be switched to no load immediately.
  • the first drive torque 3 of the internal combustion engine 10 is further regulated to the level of the driver's desired torque 1 in the second operating phase B.
  • the second drive torque 4 of the electrical machine 11 corresponds to the zero torque 7 and the first drive torque 3 of the internal combustion engine 10 corresponds to the torque desired by the driver 1.
  • Fig. 2 shows the characteristic curve of the torque Y in Newton meters [Nm] of the electrical machine 11 and the power Y 'in watts [W] of the electrical machine 11 over the motor vehicle speed X' in kilometers per hour [km / h] or the speed of the electrical machine 1 1 with different performance requirements (dashed lines 8 ', 8 ", 8'").
  • a first dashed line 8 here represents an increased power requirement compared to a second dashed line 8 ′′ and a third dashed line 8 ′′, which means that the power to be regulated is already reached at low speeds.
  • the maximum adjustable torque 4 ′′ can be limited in sections by intervening in the control of the electrical machine 1 1, for example by means of a current limitation. In this way, the electronics can be protected from overload when there is a high power requirement, in particular during start-up, and efficient operation of the electrical machine 11 can be ensured.
  • the maximum adjustable torque 4 ′′ is kept constant by the intervention in the control of the electrical machine 1 1, namely until the torque follows the characteristic torque curve 4 ‘.
  • a mandatory requirement here is compliance with a maximum torque of 4 ′′ of the electrical machine 1 1.
  • the second target drive ment 6 is therefore limited by a maximum second target drive torque. In other words, an increased load on the electronics of the electrical machine 1 1 should be permitted for a short time through an optimized control.
  • the maximum second target drive torque is preferably obtained from the expected duration of the first operating phase A, that is, the duration that is necessary to accelerate the first target drive torque 5 of the internal combustion engine 10 to the driver's desired torque 1.
  • the maximum second target drive torque is adapted to the characteristic torque curve 4 'in such a way that the second target drive torque 6 of the electrical machine 1 1 within the operating phase A and / or the Operating phase B can be set constant without a torque drop.
  • the second target drive torque 6 can be brought to the maximum possible second target drive torque during the start-up of the motor vehicle regardless of the driver's desired torque 1.
  • the electric machine 11 supports the flybridge drive train 9 with the highest possible power when starting, regardless of the required driver torque 1.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un procédé pour démarrer un véhicule à moteur, le véhicule à moteur présentant une chaîne cinématique (9) pourvue d'une unité d'entraînement hybride, d'une transmission et d'une pédale d'accélérateur, au moyen de laquelle un conducteur peut régler un couple souhaité par le conducteur (1), l'unité d'entraînement hybride, lors du démarrage du véhicule à moteur, étant réglée dans une première phase de fonctionnement (A) sur un couple d'entraînement total (2) augmenté par rapport au couple souhaité par le conducteur (1).
EP20712245.8A 2019-03-20 2020-03-11 Procédé pour démarrer un véhicule à moteur Withdrawn EP3941791A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019203804.2A DE102019203804A1 (de) 2019-03-20 2019-03-20 Verfahren zum Anfahren eines Kraftfahrzeuges
PCT/EP2020/056438 WO2020187654A1 (fr) 2019-03-20 2020-03-11 Procédé pour démarrer un véhicule à moteur

Publications (1)

Publication Number Publication Date
EP3941791A1 true EP3941791A1 (fr) 2022-01-26

Family

ID=69846058

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20712245.8A Withdrawn EP3941791A1 (fr) 2019-03-20 2020-03-11 Procédé pour démarrer un véhicule à moteur

Country Status (5)

Country Link
US (1) US20220185284A1 (fr)
EP (1) EP3941791A1 (fr)
CN (1) CN113544029A (fr)
DE (1) DE102019203804A1 (fr)
WO (1) WO2020187654A1 (fr)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005047940A1 (de) * 2005-10-06 2007-04-12 Volkswagen Ag Verfahren und Vorrichtung zur Momentensteuerung eines Hybridkraftfahrzeugs
US7722499B2 (en) * 2007-06-07 2010-05-25 Ford Global Technologies, Llc Launch control of a hybrid electric vehicle
DE102008043159A1 (de) * 2008-10-24 2010-04-29 Robert Bosch Gmbh Verfahren und Vorrichtung zum Anfahren eines Hybridfahrzeuges
JP2012066792A (ja) * 2010-09-27 2012-04-05 Aisin Aw Co Ltd 車両駆動装置のための制御装置
WO2012053576A1 (fr) * 2010-10-21 2012-04-26 日産自動車株式会社 Dispositif de commande de véhicule hybride
US10407053B2 (en) * 2017-02-28 2019-09-10 Ford Global Technologies, Llc Systems and methods for hybrid vehicle launch
DE102017203623A1 (de) * 2017-03-06 2018-09-06 Volkswagen Ag Verfahren zur Durchführung von LaunchControl-Anfahrten in einem Hybrid-Fahrzeug
US10479349B2 (en) * 2017-06-09 2019-11-19 Ford Global Technologies, Llc Methods and system for launching a hybrid vehicle

Also Published As

Publication number Publication date
WO2020187654A1 (fr) 2020-09-24
US20220185284A1 (en) 2022-06-16
DE102019203804A1 (de) 2020-09-24
CN113544029A (zh) 2021-10-22

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