WO2015161848A1 - Segelbetrieb eines kraftfahrzeugs - Google Patents
Segelbetrieb eines kraftfahrzeugs Download PDFInfo
- Publication number
- WO2015161848A1 WO2015161848A1 PCT/DE2015/200227 DE2015200227W WO2015161848A1 WO 2015161848 A1 WO2015161848 A1 WO 2015161848A1 DE 2015200227 W DE2015200227 W DE 2015200227W WO 2015161848 A1 WO2015161848 A1 WO 2015161848A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- internal combustion
- clutch
- combustion engine
- torque
- engine
- Prior art date
Links
- 238000002485 combustion reaction Methods 0.000 claims abstract description 88
- 238000000034 method Methods 0.000 claims abstract description 30
- 238000004590 computer program Methods 0.000 claims description 5
- 230000004044 response Effects 0.000 claims description 2
- 238000005096 rolling process Methods 0.000 claims description 2
- 230000005540 biological transmission Effects 0.000 description 15
- 238000010586 diagram Methods 0.000 description 8
- 230000008859 change Effects 0.000 description 7
- 230000007704 transition Effects 0.000 description 5
- 230000008878 coupling Effects 0.000 description 3
- 238000010168 coupling process Methods 0.000 description 3
- 238000005859 coupling reaction Methods 0.000 description 3
- 239000007858 starting material Substances 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 2
- 239000003344 environmental pollutant Substances 0.000 description 2
- 231100000719 pollutant Toxicity 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000036461 convulsion Effects 0.000 description 1
- 238000004146 energy storage Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 238000010079 rubber tapping Methods 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
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- 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
- B60K6/485—Motor-assist type
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- 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
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- 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
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- 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
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- 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
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- 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
- B60W30/18072—Coasting
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- 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
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- 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
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- 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
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- 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
- B60W30/18072—Coasting
- B60W2030/1809—Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
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- 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
- B60W2510/02—Clutches
- B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
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- 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
- B60W2510/1015—Input shaft speed, e.g. turbine speed
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- 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
- B60W2710/02—Clutches
- B60W2710/021—Clutch engagement state
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- 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
- B60W2710/02—Clutches
- B60W2710/027—Clutch torque
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- 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
- B60W2710/0644—Engine speed
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- 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
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- 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
-
- 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
- F02N11/006—Starting of engines by means of electric motors using a plurality of electric motors
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- 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
- F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
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- 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
- F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
- F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
- F02N15/08—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing being of friction type
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- 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
- F02N5/00—Starting apparatus having mechanical power storage
- F02N5/04—Starting apparatus having mechanical power storage of inertia type
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3067—Speed of the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/508—Relating driving conditions
- F16D2500/5085—Coasting
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70402—Actuator parameters
- F16D2500/7041—Position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70422—Clutch parameters
- F16D2500/70438—From the output shaft
- F16D2500/7044—Output shaft torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70452—Engine parameters
- F16D2500/70454—Engine speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/706—Strategy of control
- F16D2500/70605—Adaptive correction; Modifying control system parameters, e.g. gains, constants, look-up tables
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- 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
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- 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 invention relates to the control of a sailing operation of a motor vehicle.
- the invention relates to the control of the termination of the sailing operation.
- a motor vehicle with an internal combustion engine can be operated with increased economy when the internal combustion engine is disconnected from the drive train, for example, when driving downhill or when coasting of the motor vehicle is desired.
- a clutch which is provided in the drive train can be separated.
- the internal combustion engine can be switched off.
- WO 201 1/015430 A2 shows a method for controlling a sailing operation of a
- DE 102 21 701 A1 shows a control method for motor vehicles with automated
- Coupling device to allow a sailing operation.
- the sailing operation can be stopped by the driver gives a signal thereto, for example by tapping the accelerator pedal.
- the termination of the sailing operation may also be controlled automatically.
- a suitable gear can be engaged.
- the engagement of the internal combustion engine with the drive train of the motor vehicle requires a predetermined sequence.
- a first phase of the internal combustion engine is accelerated to a speed which is approximately as high as the rotational speed of a transmission input shaft.
- the clutch is then gradually closed.
- the internal combustion engine is usually maximally accelerated, for example, by requesting a maximum torque.
- a lower torque is required from the engine, so a rapid change in the engine operating point is necessary. On some internal combustion engines, this can only be achieved by changing an ignition angle or by deactivating the cylinders, but this can lead to increased emission of pollutants and increased consumption.
- the invention is therefore based on the object to provide an improved technique for ending a sailing operation of a motor vehicle.
- the invention solves this object by means of a method, a computer program product and a device having the features of the independent claims. Subclaims give preferred embodiments again.
- a motor vehicle comprises a drive train with an internal combustion engine, a clutch and a drive shaft for driving the motor vehicle.
- An inventive method for controlling the clutch of a motor vehicle comprises steps of detecting a request to end a sailing operation, increasing a speed of the internal combustion engine in the range of the rotational speed of the drive shaft and the gradual closing of the clutch to couple the internal combustion engine with the drive shaft.
- coupled to the internal combustion engine electric motor is driven to exert a negative torque on the engine while the clutch is closed.
- the resulting drive torque from the engine and the electric motor is reduced so much that there is no significant acceleration of the combustion / electric motor unit.
- the resulting sum moment on the primary side can be changed quickly so that the clutch can be closed without requiring a large change in combustion parameters of the internal combustion engine. Increased pollutant emissions or increased consumption due to the rapid change in the combustion parameters can thus be avoided.
- the electric motor can be so controlled to provide the negative torque very quickly, so that the closing of the clutch can start almost immediately when the speed of the engine is sufficiently raised.
- the sailing operation can be comfortable in this way and finished smoothly.
- the method can also be performed quickly, so that a driver can perceive the termination of the sailing function as inexpensive.
- the electric motor is driven to increase the negative torque in response to a degree of closure of the clutch.
- the slip on the clutch between the internal combustion engine and the transmission input side can thereby be lowered in a controlled manner to zero.
- the negative torque is zero when the clutch is fully closed. This procedure is particularly suitable when the negative torque caused by the electric motor is so great that influencing combustion parameters of the internal combustion engine only to a small extent or not at all.
- the engagement of the internal combustion engine with the drive shaft can be done very quickly and elegantly.
- Increasing the speed of the engine may include outputting positive torque by the electric motor. As a result, the increase in the speed of the engine can be done even faster. In a further embodiment, it may be unnecessary to demand from the internal combustion engine in this phase the maximum torque to be provided by it. Instead, it may be sufficient to raise the torque request as much as it corresponds to the increase of the speed of the internal combustion engine to the level of the rotational speed of the drive shaft. The internal combustion engine can thereby be operated both economically and ecologically.
- the internal combustion engine is started by means of the electric motor. If the internal combustion engine is switched off during the sailing operation, a fuel saving during the sailing operation can be maximized. Starting by means of the electric motor can avoid an unpleasant jerk, which can occur when the internal combustion engine is started by means of torque from the drive shaft. In addition, the starting can be done faster than by means of an electric starter motor provided for this purpose.
- the electric motor and the starter motor jointly rotate the engine to start it. After starting, the starter motor may be turned off while the electric motor is used to boost the engine speed.
- Increasing the speed of the engine may alternatively or additionally include requesting high torque from the engine.
- the internal combustion engine can be brought so quickly to the increased speed.
- low torque is requested from the engine while the clutch is being closed. The transition between the high and the low requested torque can be done very quickly. Excess torque can be reduced so improved.
- the sum of the negative torque provided by the electric motor and the positive torque provided by the engine is approximately zero while the clutch is being closed. Thereby, a quick and smooth engagement can be effected by the closing of the clutch. Small deviations of the difference of zero can be eliminated quickly and precisely by suitable control of the electric motor.
- a computer program product comprises program code means for carrying out the method described, when the computer program product runs on a processing device or is stored on a computer-readable data carrier.
- An inventive device for controlling the clutch of the motor vehicle is adapted to perform the method described above.
- Figure 1 is a schematic representation of a motor vehicle with an internal combustion engine and an electric motor.
- Fig. 2 curves on the motor vehicle of Figure 1 when terminating a sail operation.
- Fig. 3 further characteristics on the motor vehicle of Fig. 1 in an alternative termination of
- FIG. 4 is a flowchart of a method for terminating a sail operation on the motor vehicle of FIG. 1.
- a drive train 1 15 of the motor vehicle 100 includes the engine 105, the electric motor 1 10, a clutch 120 and a drive shaft 125.
- the drive shaft 125 is configured to be rotated to drive the motor vehicle 100.
- the powertrain 15 includes a transmission 130 coupled to the drive shaft 125, an optional propshaft 135, an optional differential gear 140, and at least one drive gear 145.
- the transmission 130 may be a variable ratio gearbox. As long as a gear is engaged in the transmission 130, the rotational speed of the drive shaft 125 is directly proportional to the driving or rolling speed of the motor vehicle 100.
- the clutch 120 is controllable by means of an actuator 150.
- the actuator may be controlled by a clutch pedal 155, which may be operated by a driver of the motor vehicle 100, or by a controller 160, which is connected to the actuator 150 via a first interface 165.
- a second interface 170 for controlling the electric motor 110 and a third interface 175 for controlling the internal combustion engine 105 are provided.
- the control can take place directly as shown, or a further control device can be connected to one of the interfaces 170, 175 in order to actually carry out the respective control.
- the controller 160 preferably includes a programmable microcomputer.
- the control device 160 is configured to control the termination of a sailing operation of the motor vehicle 100.
- a sailing operation is present when the motor vehicle 100 rolls, the drive train 1 15 is interrupted, for example, because the clutch 120 is opened or idle in the manual transmission 130 is engaged.
- FIG. 2 shows characteristic curves 200 on the motor vehicle 100 of FIG. 1 when terminating the sailing operation.
- a middle and a lower diagram each time is shown in the horizontal direction.
- the vertical axis of the upper diagram indicates a rotational speed and the vertical axes of the middle and lower diagrams each indicate a torque.
- a first phase 215 and a second phase 220 are provided in order to control a transition from a sailing operation 205 to a driving operation 210.
- a first phase 215 and a second phase 220 are provided in order to control a transition from a sailing operation 205 to a driving operation 210.
- a first phase 215 and a second phase 220 are provided in order to control a transition from a sailing operation 205 to a driving operation 210.
- Between the courses shown vertical distances are indicated in some places, with corresponding distances are connected with curved double arrows to illustrate their equality or their context.
- a curve 225 shows a rotational speed of the internal combustion engine 105.
- a curve 230 indicates, with a solid line, the engine torque of the internal combustion engine 105, that is to say the torque that is provided by the internal combustion engine 105.
- a curve 235 in the middle diagram indicates a clutch torque with a single broken line.
- the clutch torque is the torque that drives the clutch 120 between the combustion tion motor 105 and the drive shaft 125 can transmit. This value is from the
- a curve 245 shows a dash-dot line with a drive torque that results in total when the internal combustion engine 105 and the electric motor 1 10 both deliver torque to the clutch 120.
- a course 255 with a single broken line indicates a torque provided by the electric motor 110.
- the speed of the engine 105 is raised to approximately a speed 260 having the drive shaft 125.
- the rotational speed 225 increases by a small amount over the rotational speed 260 and then drops again to correspond exactly to the rotational speed 260 or to be just above it.
- the clutch 120 is closed at a predetermined speed.
- the first phase 215 is usually started by a driver of the motor vehicle 100 actuating an accelerator pedal, which can be evaluated as a signal or condition for ending the sailing operation 205. With the operation of the pedal, an increase of an engine torque 230 requested by the engine 105 is connected. To keep the first phase 215 as short as possible, the speed 225 of the engine 105 must be raised as quickly as possible. To increase the provided torque operating parameters of the internal combustion engine 105 can be changed. The increase in the speed 225 can be increased by the fact that the electric motor 1 10 contributes a positive torque 255, which acts on the internal combustion engine 105. The first phase 215 is completed when the speed 225 of the internal combustion engine 105 has reached the speed 260 of the drive shaft 125.
- the electric motor 110 is driven to exert a negative torque 255 on the internal combustion engine 105.
- the electric motor 1 10 can be put into the generator mode and provided electrical energy can be absorbed in an energy storage on board the motor vehicle 100 or directly reduced by a consumer.
- the use of the negative torque 255 is independent of a possible positive torque 255 during the first phase 215.
- the electric motor 110 is configured to provide a negative torque sufficient to compensate for the excess torque of the internal combustion engine 105 in the second phase 220, such that the drive torque is reduced immediately to zero or near zero becomes.
- a change of combustion parameters of the internal combustion engine 105 for lowering the engine torque 230 can be completely omitted in this case.
- the clutch 120 is closed.
- the torques applied to the different sides of the clutch 120 are substantially equal and the clutch 120 is closed successively over a predetermined time.
- Successive closing means here a gradual closing with a predetermined decreasing or increasing operation of the clutch 120.
- the successive or gradual closing usually requires a predetermined time. This variant is known as slipping engagement.
- the electric motor 110 is preferably driven to raise the negative torque it has applied to the engine 105 to zero.
- the course of the torque 255 on the electric motor 1 10 corresponds in one embodiment to an actuation degree of the clutch 120 and the course of the clutch torque 235.
- the clutch 120 is closed so far, so that the internal combustion engine 105 torque-locking with the remaining drive train 1 15th is connected and there is no more slip between the engine and transmission input shaft.
- the electric motor 1 10 preferably exerts no torque on the internal combustion engine 105. As a result, the transition from sailing operation 205 into driving operation 210 is completed.
- FIG. 3 shows characteristic curves 300 on the motor vehicle 100 of FIG. 1 at the end of the sailing operation according to the representation of FIG. 2.
- the negative torque caused by the electric motor 110 does not amount in the second phase 220 sufficient to completely compensate for the excess torque of the internal combustion engine 105.
- An additional trace 240 shows a dash-dotted line of a driver command torque corresponding to the torque output by the engine 105 based solely on a driver's specification.
- Yet another curve 250 in the lower diagram shows by a solid line an engine engagement torque, which corresponds to a difference between the driver's desired torque 240 and the engine torque 230 in the middle diagram.
- the speed 225 of the engine 105 must be raised as quickly as possible.
- the driver increases by the operation of the accelerator pedal requested by the engine 105 engine torque 230.
- the strongest acceleration of the speed 255 can be achieved when the requested engine torque 230 is maximum.
- the torque requested by the internal combustion engine 105 can therefore be raised above the driver's desired torque 240, in extreme cases up to a maximum torque which can be provided by the internal combustion engine 105.
- the increase in the rotational speed 225 can be additionally amplified if the electric motor 110 contributes a positive torque 255 which acts on the internal combustion engine 105.
- the first phase 215 is completed when the speed 225 of the internal combustion engine 105 has reached the speed 260 of the drive shaft 125. At this time, however, the engine torque 230 provided by the internal combustion engine 105 is usually greater than the driver command torque 240 ultimately required for the engagement process, as the engine engagement torque 250 reflects.
- the electric motor 110 is again actuated to exert a negative torque 255 on the internal combustion engine 105.
- the negative torque 255 applied by the electric motor 110 is insufficient to lower the excess torque 230 of the internal combustion engine 105 far enough to achieve a drive torque of zero or near zero.
- an adjustment of combustion parameters will be required on the engine 105 to reduce the torque provided.
- the adjustment is relatively low by the use of the electric motor 1 10.
- the clutch 120 is closed.
- the torques applied to the different sides of the clutch 120 are substantially equal and the clutch 120 is closed successively over a predetermined time.
- Successive closing means here a gradual closing with a predetermined decreasing or increasing operation of the clutch 120.
- the successive or gradual closing usually requires a predetermined time.
- This variant is known as slipping engagement.
- the clutch 120 is closed and the torque provided by the engine 105 is successively increased.
- This variant can be problematic if, for example, the internal combustion engine 105 can not be set fine enough to a predetermined torque. For example, in a gasoline engine, a cylinder shutdown may be required be, with a relatively large torque jump can occur. It is generally preferred to use a mixture of both variants.
- the electric motor 110 is preferably driven to raise the negative torque it has applied to the engine 105 to zero.
- the torque of the internal combustion engine 105 is also raised to the driver request torque 240, that is, the negative engine torque intervention 250 is successively reduced to zero.
- the course of the drive torque 245 corresponds to a degree of actuation of the clutch 120 or the course of the clutch torque 235.
- the clutch 120 is fully closed, so that the internal combustion engine 105 is torque-connected to the rest of the drive train 15 and there is no longer any slip between the engine and the transmission input shaft.
- the electric motor 110 preferably exerts no torque on the internal combustion engine 105 and the internal combustion engine 105 transmits the torque required by the driver 240. This completes the transition from the sailing operation 205 into the driving operation 210.
- FIG. 4 shows a flowchart of a method 400 for terminating the sail operation 205 of the diagram of FIG. 2 on the motor vehicle 100 of FIG. 1.
- the method 400 is set up in particular for running on the control device 160.
- the clutch 120 can be disconnected. Further, a gear stage of the transmission 130 may be designed. Subsequently, the clutch 120 can also be closed again.
- the drive train 15 is interrupted by the step 405 between the engine 105 and the drive wheel 145.
- the internal combustion engine 105 may be turned off in a step 410.
- the motor vehicle 100 then rolls in the sailing operation 205. The steps 405 to 415 are not necessarily included in the method 400.
- a signal or condition for ending the sailing operation 205 is detected.
- the powertrain 1 15 may be prepared to be connected to the engine 105.
- the internal combustion engine 105 can be started, in particular by means of the electric motor 110, the clutch 120 can be opened in a step 425, and in the transmission 130 a gear stage can be engaged in a step 430.
- a high torque 230 is requested by the internal combustion engine 105 in a step 435.
- the electric motor 110 can be driven to exert a positive torque 255 on the internal combustion engine 105.
- a step 445 it is checked whether the internal combustion engine 105 has reached the rotational speed of the drive shaft 125. If this is not the case, steps 435 and optionally also 440 are executed again.
- the method 400 proceeds from the first phase 215 to the second phase 220, wherein in a step 450 the electric motor 110 is driven to apply a negative torque 255 to the internal combustion engine 105.
- the torque 230 requested by the engine 105 may be lowered to a lower torque.
- step 460 clutch 120 is successively closed in step 460, while the request for the delivery of negative torque 255 by electric motor 110 is successively increased.
- step 465 the internal combustion engine 105 can be controlled to deliver more torque successively.
- the method 400 ends in a step 470 when the electric motor 1 10 no longer outputs torque to the internal combustion engine 105 and the clutch 120 no longer slips.
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- Engineering & Computer Science (AREA)
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
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Abstract
Description
Claims
Priority Applications (1)
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DE112015001959.6T DE112015001959A5 (de) | 2014-04-24 | 2015-03-31 | Segelbetrieb eines Kraftfahrzeugs |
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DE102014207687.0 | 2014-04-24 | ||
DE102014207687 | 2014-04-24 |
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PCT/DE2015/200227 WO2015161848A1 (de) | 2014-04-24 | 2015-03-31 | Segelbetrieb eines kraftfahrzeugs |
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Cited By (6)
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DE102016009350A1 (de) | 2016-08-02 | 2017-02-09 | Daimler Ag | Verfahren zum Betreiben eines in einem Segelbetrieb betreibbaren Kraftfahrzeugs |
DE102016009324A1 (de) | 2016-08-02 | 2017-02-16 | Daimler Ag | Verfahren zum Starten einer Verbrennungskraftmaschine eines Kraftfahrzeugs |
DE102016208752A1 (de) * | 2015-11-03 | 2017-05-04 | Zf Friedrichshafen Ag | Verfahren zum Betätigen eines Fahrzeugantriebstrangs mit einer Antriebsmaschine, mit einem Abtrieb und mit einem Getriebe |
WO2018072788A3 (de) * | 2016-10-17 | 2018-06-14 | Schaeffler Technologies AG & Co. KG | Verfahren zur steuerung eines antriebsstrangs eines kraftfahrzeugs |
DE102016125443A1 (de) | 2016-12-22 | 2018-06-28 | Schaeffler Technologies AG & Co. KG | Antriebsstrang |
CN110121452A (zh) * | 2017-01-19 | 2019-08-13 | 舍弗勒技术股份两合公司 | 用于控制具有自动化离合器的车辆的滑行运行的方法 |
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DE10221701A1 (de) | 2001-05-21 | 2002-11-28 | Luk Lamellen & Kupplungsbau | Steuerverfahren für Kraftfahrzeuge mit automatisierter Kupplungsvorrichtung |
US20070087894A1 (en) * | 2005-10-19 | 2007-04-19 | Nissan Motor Co., Ltd. | Engine starting control apparatus of hybrid drive system |
WO2011015430A2 (de) | 2009-08-05 | 2011-02-10 | Zf Friedrichshafen Ag | Verfahren zur steuerung eines roll- bzw. segelmodus eines fahrzeuges |
WO2014014024A1 (ja) * | 2012-07-19 | 2014-01-23 | いすゞ自動車株式会社 | 車両の惰性走行制御装置 |
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2015
- 2015-03-31 WO PCT/DE2015/200227 patent/WO2015161848A1/de active Application Filing
- 2015-03-31 DE DE112015001959.6T patent/DE112015001959A5/de active Pending
Patent Citations (4)
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DE10221701A1 (de) | 2001-05-21 | 2002-11-28 | Luk Lamellen & Kupplungsbau | Steuerverfahren für Kraftfahrzeuge mit automatisierter Kupplungsvorrichtung |
US20070087894A1 (en) * | 2005-10-19 | 2007-04-19 | Nissan Motor Co., Ltd. | Engine starting control apparatus of hybrid drive system |
WO2011015430A2 (de) | 2009-08-05 | 2011-02-10 | Zf Friedrichshafen Ag | Verfahren zur steuerung eines roll- bzw. segelmodus eines fahrzeuges |
WO2014014024A1 (ja) * | 2012-07-19 | 2014-01-23 | いすゞ自動車株式会社 | 車両の惰性走行制御装置 |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
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DE102016208752A1 (de) * | 2015-11-03 | 2017-05-04 | Zf Friedrichshafen Ag | Verfahren zum Betätigen eines Fahrzeugantriebstrangs mit einer Antriebsmaschine, mit einem Abtrieb und mit einem Getriebe |
DE102016009350A1 (de) | 2016-08-02 | 2017-02-09 | Daimler Ag | Verfahren zum Betreiben eines in einem Segelbetrieb betreibbaren Kraftfahrzeugs |
DE102016009324A1 (de) | 2016-08-02 | 2017-02-16 | Daimler Ag | Verfahren zum Starten einer Verbrennungskraftmaschine eines Kraftfahrzeugs |
WO2018072788A3 (de) * | 2016-10-17 | 2018-06-14 | Schaeffler Technologies AG & Co. KG | Verfahren zur steuerung eines antriebsstrangs eines kraftfahrzeugs |
DE102016125443A1 (de) | 2016-12-22 | 2018-06-28 | Schaeffler Technologies AG & Co. KG | Antriebsstrang |
CN110121452A (zh) * | 2017-01-19 | 2019-08-13 | 舍弗勒技术股份两合公司 | 用于控制具有自动化离合器的车辆的滑行运行的方法 |
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DE112015001959A5 (de) | 2017-02-02 |
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