CN102066173A - 用于运行动力总成***的方法 - Google Patents
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Abstract
本发明涉及一种汽车的动力总成***的运行方法。在利用电动机(3)牵引起动内燃机(2)的情况下,将连接在未点火的内燃机(2)和提供恒定的电动机转矩的电动机(3)之间的离合器(4)如此打滑地闭合,使得随着时间的推移由离合器所传递的接合力矩从一个第一起始值MK,A1出发线性地增大直至一个第一终值MK,E1,然后若未点火的内燃机开始转动,则可从未点火的内燃机开始转动时所存在的接合力矩求得内燃机的起动转矩MK,LOS,并且如果若未点火的内燃机不开始转动,则将连接在未点火的内燃机和电动机之间的离合器(4)如此打滑地闭合,使得在此时间内由离合器所传递的接合力矩从一个第二起始值MK,A2出发线性地增大,直到未点火的内燃机开始转动,从内燃机开始转动时所存在的接合力矩求得内燃机的起动转矩MK,LOS。
Description
技术领域
本发明涉及如权利要求1及7的前序部分所述的用于运行汽车的包含至少一个变速器和一个混合式驱动装置的动力总成***的方法。
汽车的动力总成***(Antriebstrang)的主要构成部分是动力装置和变速器。变速器改变转矩和转速,从而转换动力装置的牵引力供给。本发明涉及动力总成***的一种运行方法,该动力总成***包含至少一个变速器和作为驱动装置的一个具有内燃机和电动机的混合式驱动装置。
背景技术
按照一种配有所谓的平行混合式驱动装置的动力总成***,在混合式驱动装置的内燃机和电动机之间连接一个离合器,经过该离合器可使混合式驱动装置的内燃机与动力总成***的从动端脱开。在起动这样一种配有一平行混合式驱动装置的动力总成***时,内燃机通常是关断的并且连接在混合式驱动装置的内燃机和电动机之间的离合器则是打开的。
于是当关断的内燃机应被起动时,该内燃机可以通过在内燃机和电动机之间所连接的离合器的至少部分的闭合而由电动机加以牵引起动(anschleppen),在此为了最佳地执行尚未点火的内燃机的牵引起动,至少必须知道内燃机的所谓的起动转矩(Losbrechmoment)并且优选还知道内燃机的摩擦力矩。迄今这些转矩和力矩都是由发动机制造厂家给定的,然后根据这些给定的转矩和力矩来执行上述牵引起动。
在此然而未加以考虑的是,内燃机的起动转矩和摩擦力矩都可以由于内燃机的操作而改变。这一点然后可导致内燃机实现一种次佳的牵引起动。
发明内容
从这种情况出发,本发明的任务是提供一种新式的用于运行一种包含变速器和混合式驱动装置的方法。
上述任务是按照本发明的第一方面通过权利要求1所述的一种方法加以解决的。
据此,在牵引起动(Anschleppen)内燃机时,将安置在尚未加以点火的内燃机和提供一个恒定的电动机转矩的电动机之间的离合器如此打滑地闭合,使得经过一定时间,由离合器所传递的离合力矩从一个第一起始值出发到一个第一终值线性地增大,然后于此当未被点火的内燃机开始转动时,即可从未被点火的内燃机开始转动所依从的离合力矩中求出内燃机的起动转矩;然后于此若未被点火的内燃机不开始转动,则将连接在未被点火的内燃机和电动机之间的离合器如此打滑地闭合,使得在一定时间内由离合器所传递的离合力矩从一个第二起始值出发呈线性地增大,直到未被点火的内燃机开始转动,依此,从内燃机开始转动所依从的离合力矩即可求出内燃机的起动转矩。
根据本发明的第二个观点,上述任务是通过专利权利要求7所述的一种方法加以解决的。
据此,在牵引起动内燃机时,将连接在未点火的内燃机和电动机之间的离合器完全闭合,在此时间内由电动机所提供的电动机转矩从一个第一起始值出发至一个第一终值线性地增大,依此,当未点火的内燃机开始转动时,便可从未点火的内燃机开始转动所依从的电动机转矩中求出内燃机的起动转矩;依此,当未点火的内燃机不开始转动,则由电动机所提供的电动机转矩从一个第二起始值出发呈线性地增大,直至至该未点火的内燃机开始转动,在此可从内燃机开始转动所依从的电动机转矩求出内燃机的起动转矩。
利用本发明可以实现:在牵引起动内燃机时,至少可求出内燃机的起动转矩以及还可有利地求出内燃机的所谓的摩擦力矩,从而适应于该内燃机的运行,借以总是保证内燃机的最佳牵引起动。
附图说明
本发明的一些有利的发展均见各项从属权利要求和后面的说明中所述。本发明的实施例将参照附图加以详细说明,但本发明不局限于这些实施例。
图1汽车的动力总成***示意图,在该动力总成***上可应用本发明提出的方法;
图2汽车的另一个动力总成***示意图,在该动力总成***上可应用本发明提出的方法;
图3用于解释本发明提出的方法的曲线图。
具体实施方式
本发明涉及一种用于运行汽车的包含至少一个变速器和一个混合式驱动装置的动力总成***的方法。
图1示例性地表示汽车的一种动力总成***的示意图,在此动力总成***上可应用本发明提出的方法。因此,图1示意地表示汽车的一个动力总成***1,在此图1所示的动力总成***1包含一个混合式驱动装置,其由一个内燃机2和一个电动机3组成。在内燃机2和电动机3之间布置一个离合器4,当动力总成***1仅由电动机3运行时,该离合器是打开的。
图1所示的动力总成***1除包含混合式驱动装置之外,还包含一个变速器5,该变速器将由混合式驱动装置所提供的牵引力转移到动力总成***的一个从动端6,即转移到待被驱动的齿轮上。变速器例如可以设计为自动变速器或设计为自动化的变速器。在自动变速器中换挡是设计成没有牵引力中断的;而在自动化的变速器中,换挡是设计成有牵引力中断的。
按图1所示的动力总成***,在混合式驱动装置的电动机3和变速器5之间连接了另一个离合器7。在以电动机方式起动的情况下该离合器7用作为在变速器外部的起动元件(Anfahrelement)。
图2示例地表示汽车的另一个动力总成***示意图,在此动力总成***上可应用本发明提出的方法,在此图2所示动力总成***示意图的动力总成***8与图1所示动力总成***示意图的动力总成***1的区别在于:离合器7或者更确切地说在变速器外部的起动元件取消了并且通过一个在变速器内部的起动元件9代替。
本发明涉及这样一种具有变速器和混合式驱动装置的动力总成***的运行方法,即这样的细节,即借助于混合式驱动装置的电动机3来牵引起动一个关断的、未被点火的内燃机2。
根据本发明的第一方面,在经由电动机3牵引起动内燃机2的情况下,将连接在未点火的内燃机2和提供恒定的电动机转矩的电动机3之间的离合器4打滑地(schlupfend)闭合,即如此闭合,使得随着时间的推移由该离合器所传递的接合力矩从一个第一起始值向一个第一终值线性地增大。在图3中绘出由离合器4所提供的力矩MK与时间t的关系,在此从图3可以看出:在时间t内,由于离合器4的逐渐增大的打滑地闭合,由该离合器所传递的接合力矩MK从第一起始值MK,A1沿着一个斜坡线性地增大到第一终值MK,E1。
然后,当在此未点火的内燃机2开始转动时,便可从接合力矩MK(在此接合力矩时未点火的内燃机2开始转动)求出内燃机2的起动转矩。
在图3中如此出发:在时间点t1,未点火的内燃机开始转动,所以由在此时间点t1由离合器4所传递的接合力矩MK,LOS来确定内燃机2的起动转矩。
而后若在由离合器4所传递的接合力矩MK从第一起始值MK,A1线性地增大至第一终值MK,E1的过程中,内燃机2不开始转动,则将连接在内燃机2和电动机3之间的离合器4如此打滑地闭合,使得由离合器4所传递的接合力矩MK随着时间t的推移从一个第二起始值MK,A2线性地增大并且持续如此长的时间,直到未点火的内燃机2开始转动。
从接合力矩MK(在此接合力矩时内燃机2开始转动)出发,又可求出内燃机2的起动转矩。优选第二起始值MK,A2大于第一终值MK,E1,但该第二起始值当然也可以小于或大于第一终值。然而在任何情况下第二起始值MK,A2都大于第一起始值MK,A1。
此外,按照本发明:若按前述方式在经由电动机3牵引起动内燃机2时求出内燃机2的起动转矩时,那么在求得的内燃机2的起动转矩的基础上改写第一终值MK,E1,为此在求得的内燃机2的起动转矩的基础上将一个安全补偿值(Sicherheitsoffsetwert)考虑在内,以与此相关地调整或改写第一终值MK,E1。
若未点火的内燃机2在接合力矩MK从第一起始值MK,A1开始增大的情况下开始转动,则优选如此地调整或改写第一终值MK,E1,即,使得用这样一个值作为新的第一终值,该值是由将安全补偿值考虑在内的起动转矩得出。然后,若未点火的内燃机2在接合力矩MK从第二起始值MK,A2开始增大的情况下开始转动,则第一终值优选如此调整或改写,即,将在由起动转矩和安全补偿值求出的力矩的基础上以按加权求和的方式将迄今为止的第一终值考虑进去,借以确定新的第一终值。
利用本发明,便可借助在牵引起动时求得的内燃机2的起动转矩连续地调整第一终值(MK,E1),从而在汽车的整个使用寿命内都可经过电动机3实现内燃机2的最佳牵引起动。
在转动着的、但尚未点火的内燃机情况下,内燃机的摩擦力矩可以按照下面的力矩平衡式计算求得:
式中:MVM,REIB是内燃机2的摩擦力矩;MK是由连接在内燃机2和电动机3之间的打滑的离合器4所传递的接合力矩;JGES1是动力总成***直至打滑的离合器4的惯性矩;w是内燃机2的转动角速度。
根据本发明的第二方面,内燃机2的起动转矩及摩擦力矩的求得为了适配是在完全闭合的离合器4的情况下实现的,在此然后由电动机3所提供的电动机转矩MEM从一个第一起始值出发朝向一个第一终值线性地增大。本发明提出的方法类似于本发明的第一方面执行,其中按本发明的第一方面电动机3提供一个恒定的电动机转矩,而离合器4则传递一个可变的接合力矩;按本发明的第二方面,离合器4传递一个恒定的接合力矩,而由电动机所提供的电动机转矩线性地增大,借以求得内燃机2的起动转矩及摩擦力矩。而后便可从由电动机3所提供的电动机转矩求得内燃机2的起动转矩(在此转矩时未点火的内燃机2开始转动)。关于其它所有细节可参考本发明的第一方面。
在转动着的、但仍未点火的内燃机情况下,可根据本发明的第二个方面,按照下面的力矩平衡式计算出内燃机的摩擦力矩:
式中:MVM,REIB是内燃机的摩擦力矩;MEM是由电动机所提供的电动机转矩;JGES2是动力总成***的惯性矩;w是内燃机的转动角速度。
于是,若动力总成***包含一个处于打滑中的起动元件7或9,则惯性矩JGES2相当于动力总成***直至打滑的起动元件7或9的惯性矩。反之,若没有打滑的起动元件,则惯性矩JGES2相当于整个动力总成***的惯性矩。
根据本发明,内燃机2的起动转矩和此外优选内燃机的摩擦力矩便可与运行点相关地被求出和调整,从而能够利用电动机3最佳地执行内燃机2的牵引起动。
附图标记清单
1动力总成***
2内燃机
3电动机
4离合器
5变速器
6从动端
7离合器/在变速器外部的起动元件
8动力总成***
9在变速器内部的起动元件
Claims (12)
1.用于运行汽车的动力总成***的方法,该动力总成***包含:至少一个包含内燃机和电动机的混合式驱动装置;连接在内燃机和电动机之间的离合器;连接在混合式驱动装置和从动端之间的变速器,并且该动力总成***还优选包含在变速器内部或在变速器外部的起动元件,其特征在于:
在借助于电动机牵引起动内燃机时,将连接在未点火的内燃机和提供恒定的电动机转矩的电动机之间的离合器如此打滑地闭合,使得随着时间的推移由该离合器所传递的接合力矩从第一起始值出发向第一终值线性地增大,其中如果在此未点火的内燃机开始转动,则由未点火的内燃机开始转动时所存在的接合力矩求出内燃机的起动转矩,并且如果在此未点火的内燃机不开始转动,则将连接在未点火的内燃机和电动机之间的离合器如此打滑地闭合,使得随着时间的推移由离合器所传递的接合力矩从第二起始值出发线性地增大,直到未点火的内燃机开始转动,其中由内燃机开始转动时所存在的接合力矩求出内燃机的起动转矩。
2.按权利要求1所述的方法,其特征在于:
第二起始值大于第一起始值,并且优选大于第一终值。
3.按权利要求1或2所述的方法,其特征在于:
在所求得的内燃机的起动转矩的基础上将一个安全补偿值考虑进去,并且根据在此所求得的力矩改写第一终值。
4.按权利要求3所述的方法,其特征在于:
如此改写第一终值,即,将由起动转矩和安全补偿值求得的力矩用作为新的第一终值,特别是当未点火的内燃机在接合力矩从第一起始值出发增大的情况下开始转动时是如此。
5.按权利要求3所述的方法,其特征在于:
如此改写第一终值,即,将在由从起动转矩和安全补偿值求得的力矩的基础上将迄今为止的第一终值考虑进去,以确定新的第一终值,特别是当未点火的内燃机在接合力矩从第二起始值出发增大的情况下开始转动时是如此。
6.按权利要求1至5中任一项所述的方法,其特征在于:
在内燃机转动着、但仍未点火的情况下,内燃机的摩擦力矩根据下列的力矩平衡式计算求得:
式中:MVM,REIB是内燃机的摩擦力矩;MK是由连接在内燃机和电动机之间的打滑的离合器所传递的接合力矩;JGES1是动力总成***直至打滑的离合器的惯性矩;w是内燃机的转动角速度。
7.用于运行汽车的动力总成***的方法,该动力总成***包含:至少一个包含内燃机和电动机的混合式驱动装置;连接在内燃机和电动机之间的离合器;连接在混合式驱动装置和从动端之间的变速器,并且该动力总成***还优选包含在变速器内部或在变速器外部的起动元件,其特征在于:
在借助于电动机牵引起动内燃机的情况下,将连接在未点火的内燃机和电动机之间的离合器完全闭合并且随着时间的推移将由电动机所提供的电动机转矩从第一起始值出发向第一终值线性地增大,其中如果未点火的内燃机在此开始转动,则由未点火的内燃机开始转动时所存在的电动机转矩求出内燃机的起动转矩,并且如果未点火的内燃机在此不开始转动,则将由电动机所提供的电动机转矩从第二起始值出发线性地增大,直至未点火的内燃机开始转动,其中由内燃机开始转动时所存在的电动机转矩求出内燃机的起动转矩。
8.按权利要求7所述的方法,其特征在于:
第二起始值大于第一起始值,且优选大于第一终值。
9.按权利要求7或8所述的方法,其特征在于:
在所求得的内燃机的起动转矩的基础上将一个安全补偿值考虑进去,并且根据在此所求得的力矩改写第一终值。
10.按权利要求9所述的方法,其特征在于:
如此改写第一终值,即,将由起动转矩和安全补偿值求得的力矩用作为新的第一终值,特别是当未点火的内燃机在电动机力矩从第一起始值出发增大的情况下开始转动时是如此。
11.按权利要求9所述的方法,其特征在于:
如此改写第一终值,即,将在由从起动转矩和安全补偿值求得的力矩的基础上将迄今为止的第一终值考虑进去,以确定新的第一终值,特别是当未点火的内燃机在电动机力矩从第二起始值出发增大的情况下开始转动时是如此。
12.按权利要求7至11中任一项所述的方法,其特征在于:
在内燃机转动着、但仍未点火的情况下,内燃机的摩擦力矩根据下列的力矩平衡式计算求得:
式中:MVM,REIB是内燃机的摩擦力矩,MEM是由电动机所提供的电动机转矩;JGES2是动力总成***的惯性矩;w是内燃机的转动角速度。
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CN103874612A (zh) * | 2011-10-27 | 2014-06-18 | 丰田自动车株式会社 | 车辆控制***及控制装置 |
CN103380291A (zh) * | 2011-11-22 | 2013-10-30 | Dti集团有限公司 | 起动内燃机和/或驱动车辆的起动方法和起动装置 |
CN103373346A (zh) * | 2012-04-16 | 2013-10-30 | 腓特烈斯港齿轮工厂股份公司 | 混合动力车辆的控制装置及其运行方法 |
CN103419791B (zh) * | 2012-05-25 | 2018-08-03 | 罗伯特·博世有限公司 | 用于调整内燃机的损耗扭矩的方法和装置 |
CN107208718A (zh) * | 2015-02-04 | 2017-09-26 | 舍弗勒技术股份两合公司 | 用于无测试台地确定混合动力车辆的混合分离离合器的特性曲线的方法 |
CN107208718B (zh) * | 2015-02-04 | 2019-06-28 | 舍弗勒技术股份两合公司 | 用于无测试台地确定混合动力车辆的混合分离离合器的特性曲线的方法 |
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DE102008040662A1 (de) | 2010-01-28 |
US8509977B2 (en) | 2013-08-13 |
CN102066173B (zh) | 2014-05-21 |
EP2300296B1 (de) | 2013-08-21 |
WO2010010041A1 (de) | 2010-01-28 |
US20110130911A1 (en) | 2011-06-02 |
EP2300296A1 (de) | 2011-03-30 |
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