GB2413999A - Automatic stop-start control of a motor vehicles combustion engine - Google Patents

Automatic stop-start control of a motor vehicles combustion engine Download PDF

Info

Publication number
GB2413999A
GB2413999A GB0509466A GB0509466A GB2413999A GB 2413999 A GB2413999 A GB 2413999A GB 0509466 A GB0509466 A GB 0509466A GB 0509466 A GB0509466 A GB 0509466A GB 2413999 A GB2413999 A GB 2413999A
Authority
GB
United Kingdom
Prior art keywords
combustion engine
vehicle
automatic
cut
stop
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.)
Granted
Application number
GB0509466A
Other versions
GB0509466D0 (en
GB2413999B (en
Inventor
Michael Zillmer
Matthias Holz
Ekkehard Pott
David Prochazka
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.)
Skoda Auto AS
Volkswagen AG
Original Assignee
Skoda Auto AS
Volkswagen AG
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
Priority claimed from DE102004024213.5A external-priority patent/DE102004024213B4/en
Priority claimed from DE102004024212.7A external-priority patent/DE102004024212B4/en
Application filed by Skoda Auto AS, Volkswagen AG filed Critical Skoda Auto AS
Publication of GB0509466D0 publication Critical patent/GB0509466D0/en
Publication of GB2413999A publication Critical patent/GB2413999A/en
Application granted granted Critical
Publication of GB2413999B publication Critical patent/GB2413999B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • 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
    • B60K6/42—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
    • 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
    • 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
    • B60W30/18018—Start-stop drive, e.g. in a traffic jam
    • 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
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • 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
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0833—Vehicle conditions
    • F02N11/084—State of vehicle accessories, e.g. air condition or power steering
    • 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
    • B60L2240/445—Temperature
    • 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
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0671—Engine manifold pressure
    • 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
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0676—Engine temperature
    • 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
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/068—Engine exhaust temperature
    • 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
    • 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
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/14—Clutch 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector 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
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/20—Ambient conditions, e.g. wind or rain
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
    • F02N2200/061—Battery state of charge [SOC]
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
    • F02N2200/0801—Vehicle speed
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
    • F02N2200/0802—Transmission state, e.g. gear ratio or neutral state
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
    • F02N2200/0806—Air condition state
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
    • F02N2200/0807—Brake booster state
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
    • F02N2200/0811—Heating state
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/102—Brake pedal position
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/103—Clutch pedal position
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

A method of controlling a combustion engine of a hybrid motor vehicle so that the engine is automatically stopped, or prevented from being re-started, in the presence of predetermined stop conditions and automatically re-started in the presence of predetermined start conditions. The stop conditions may include the vehicle speed being below a predetermined value and at least one of the clutch being engaged and the brake pedal being activated. The stop conditions may alternatively include the vehicle velocity being greater than 0 km/h and eat least one of the clutch being disengaged and the vehicles transmission being in the neutral position. The start conditions may include both the clutch being disengaged and the brake pedal not being activated concurrently. Many other various start and stop conditions are disclosed.

Description

24 1 3999
METHOD FOR CONTOLLING A MOTOR VEHICLE
The invention relates to a method for controlling an operation of a motor vehicle with a combustion engine, especially a hybrid vehicle with at least one additional electric motor, and an automatic start-stop unit for the automatic cut-off and automatic starting of the combustion engine of the motor vehicle in the presence of corresponding stop and/or start conditions. Furthermore, the invention relates to a motor vehicle with a corresponding automatic start-stop unit.
The term hybrid vehicle refers to motor vehicles, in which at least two drive units, which draw on different energy sources to supply the power for the vehicle drive, are combined with one another. The properties of a combustion engine, which generates kinetic energy through the combustion of fuels such as petrol or diesel fuels and an electric motor, which converts electrical energy into kinetic energy are combined in a particularly advantageous manner.
Currently-available hybrid engines are therefore generally fitted with a combination of a combustion engine and one or more electric motors. A distinction can be made between two different hybrid concepts. With the so-called serial hybrid concept, the vehicle drive is provided exclusively via the electric motor; by means of a separate alternator, the combustion engine generates the electrical current to charge an energy store, which supplies the electric motor and/or to supply the electric tat motor directly. By contrast, parallel hybrid concepts, in which the vehicle drive can be provided by the combustion engine and also by the electric motor, are currently preferred. With this kind of parallel concept, the electric motor is typically turned on at operating points with higher vehicle loading to assist the combustion engine.
For reasons of fuel consumption, an aim of hybrid lO vehicles is to operate the combustion engine as little as possible or not at all in operating ranges with a low level of efficiency, especially in idling mode. In view of this aim, fitting the hybrid vehicle with an automatic start-stop unit comprising an automatic cut-off, which, in the presence of stop conditions causes an automatic cut-off of the combustion engine, and an automatic starter unit, which, in the presence of start conditions, causes an automatic start of the combustion engine, is already known. In particular, the combustion engine is turned off by the automatic cut-off in stationary phases, that is to say, with a vehicle velocity of zero. Automatic start-stop units make use of the circumstance that hybrid vehicles comprise significantly more powerful electric starter motors than conventional starters, which allows a rapid engine warm-up, especially in the context of a re- start after an automatic stop.
Automatic start-stop units are already known even with conventional, purely combustion-engine drive concepts; however, these have not met with very broad market acceptance, because they require a certain element of re-learning by the driver. For a technical realization of an automatic start-stop unit for hybrid vehicles, and also for conventional, combustion-engine vehicles, it is therefore desirable, that these units function with a high degree of comfort, without disadvantageous influences and ideally without being noticed by the driver. In this context, an optimum tuning of the combination of combustion engine, electric motor, clutch and transmission places special demands on functional control.
In the case of a zero torque requirement, that is to say, in an overrun situation, in which a required torque (torque requested by the driver) is smaller than a currently-present vehicle forward drive, modern combustion engines conventionally operate with an overrun cut-off. In the context of the overrun cut-off, the fuel supply to the combustion engine is interrupted above a threshold engine speed for reasons of fuel consumption. If the engine speed subsequently falls below this threshold engine speed, for example, after a disengagement of the clutch in the deceleration phase, the fuel supply is turned on again, so that the engine continues to run at its idling speed. In this context, in cases frequently occurring under real operating conditions, in which the vehicle is then halted, it is disadvantageous that the automatic start- stop unit causes another cut-off of the engine with another cut-off of the fuel supply. The fuel supply restored in the intervening period is therefore unused.
According to a first aspect of the invention there is provided the method according to claim 1 and a method according to claim 28. According to the invention, the automatic start-stop unit recognises a first stop condition at a vehicle velocity below a predetermined velocity threshold, when at least one of the following conditions is fulfilled: (a) engaged clutch and (b) activation of the brake pedal.
Such a method is advantageous because it allows a more frequent use of the cut-off function, while maintaining the maximum possible driving comfort by comparison with previously known concepts and thereby achieving a further reduction in fuel consumption. According to a further aspect, an automatic cut-off of the combustion engine or respectively a suppression of a restoration of a fuel supply after an overrun cut-off, is achieved even in operating situations with relatively high vehicle velocities.
The alternative criteria of engaged clutch, that is to say, no activation of the clutch pedal, and activation of the brake pedal, allow a frequent exploitation of the automatic start-stop unit, especially the automatic cut-off of the combustion engine, under real driving conditions. This is especially the case of vehicles with manual transmission, a large number of operating situations or respectively of possible signal combinations, especially combinations of pedal positions, which are exploited for the cut-off of the combustion engine is therefore guaranteed. For example, the frequently occurring case, that the driver activates the clutch and the brake pedal at the same time when the vehicle is stationary or moving slowly (with a gear engaged), leads, according to the invention, to l0 a cut-off of the combustion engine. Concepts, which provide as a stop condition only a non-activation of the clutch pedal while the vehicle is stationary, do not, by contrast, lead to a cut-off of the combustion engine in the above-named case. Overall, the criteria according to the invention for the stop condition guarantee a frequent automatic cut-off of the combustion engine and accordingly a reduction in fuel consumption over a broad range of operating situations.
One particular advantage of the control according to the invention can be seen in fact that the engine cut-off is possible even at low vehicle speeds and not only when the vehicle is stationary. According to one particularly advantageous embodiment of the invention, the first stop condition therefore comprises the presence of a vehicle velocity below a velocity threshold, which is above 0 km/in, especially a velocity threshold of 2 km/in, preferably 3 km/in. In a particularly preferred manner, the cut-off of the combustion engine takes place even with a vehicle velocity < 5 km/in concurrently with an engaged clutch and/or an activation of the brake pedal. According to another advantageous embodiment, the velocity threshold is specified dependent upon a selected gear of the vehicle transmission. In this manner, the engine cut-off also takes place in the range close to idling. This is particularly advantageous, because in this range, a large part of the fuel energy consumed is used to overcome inherent frictional losses and combustion engines accordingly provide only low levels of engine efficiency at low engine speeds.
The method can, of course, be further improved by taking further operating-point-specific criteria into consideration for the automatic cut-off. It is particularly advantageous, if the first stop condition additionally comprises an engine speed below a specified speed threshold, which corresponds, for example, to an idling speed. In order to avoid turning off the combustion engine before an imminent vehicle acceleration, the first stop condition can also comprise a non-activation of the accelerator pedal. For the same reason, it may also be advantageous to activate the combustion engine only after the expiry of an appropriate deceleration time after the fulfilment of the first stop condition. This deceleration time can itself also be specified dependent upon a series of factors, for example, an engaged gear. In particular, in the case of an engaged reverse gear, a separate deceleration time, especially a prolonged deceleration time, can be specified.
Alongside the operating-point-specific factors for determining the stop condition, additional marginal conditions, such as safety-relevant factors, comfort-influencing factors and/or factors relating to energy saving can also advantageously be taken into consideration. For instance, an admission of the automatic cut-off can require the expiry of a minimum running time of the combustion engine after its last re-start and/or after its initial start and/or a previous exceeding, at least once, of a predeterminable vehicle velocity threshold. This avoids an excessively frequent turning on and off of the combustion engine while maintaining a secure warm-up of the engine.
Another marginal condition to be observed for the admission of the automatic cut-off can comprise a falling below a predeterminable pressure threshold by an absolute pressure in a vacuum-pressure system of a brake booster of the vehicle, in order to guarantee the required braking force. According to one advantageous embodiment of the invention, this pressure threshold is around 600 mbar, especially 400 mbar and preferably 300 mbar. In this context, in relevant driving situations, relatively low braking forces are in principle adequate in the lower-velocity range. Additionally, it is particularly advantageous, if an additional pump system, especially a booster pump disposed in a hydraulic system of the braking system, is activated, whenever the absolute pressure of the vacuum-pressure system falls below a predetermined pressure threshold with the combustion engine turned off. Accordingly, the required braking assistance is always guaranteed.
Other marginal conditions can comprise the presence of a minimum state of charge (SOC) of an electrical energy store rechargeable by the combustion engines the presence of a minimum engine temperature, a minimum exhaustgas temperature and/or a minimum catalyst temperature of at least one exhaust-gas catalyst and/or a minimum value of a parameter for the activity of at least one exhaust-gas catalyst (which can be lowered, for example, with reference to an ageing of the catalyst). Furthermore, the falling below of a threshold value for an actual power requirement of an in-vehicle power supply; the falling below of a threshold value for a heating requirement for a vehicle interior and/or a threshold value for a cooling requirement of a vehicle air- conditioning system and/or the exceeding of a threshold value for an outside temperature, can be conditions for the admission of the automatic cut-off.
All of the above-named additional conditions and marginal conditions for the admission of the automatic cut-off can, of course, also be used in combination with one another.
According to another aspect of the invention, a first start condition for a re-start after a cut-off of the combustion engine by the automatic stopstarter unit is present, if a disengaged clutch, that is, an activation of the clutch pedal, and a non-activation of the brake pedal are present concurrently.
Other factors can also be taken into consideration for the re-start condition. In particular, the start condition can require an engaged gear of a transmission, especially of a manually-activated manual transmission, and/or an activation of the accelerator pedal. In this context, the gear engaged can be determined by means of a gear sensor and/or dependent upon the vehicle speed and the crankshaft speed.
According to a further aspect of the invention there is provided a method according to claim 4.
According to the invention, therefore, the automatic start-stop unit recognises a second stop condition if (a) a vehicle velocity is greater than 0 km/in, and at least one of the following conditions is fulfilled: (b) disengaged clutch and (c) neutral position of a vehicle transmission.
The alternative criteria of disengaged clutch and/or neutral position of a vehicle transmission, that is to say, no gear engaged in the context of manual transmission, indicate that the driver - of a moving vehicle - does not desire any transfer of torque to the drive train of the vehicle, for example, because he wishes to achieve a deceleration. In this case, a cut-off of the combustion engine or respectively a suppression of a restoration of a previously interrupted fuel supply (possibly related to overrun) is provided according to the invention even at relatively high vehicle velocities of, for example, at least 5 km/in, especially at least 10 km/in, preferably at least 15 km/in, by particular preference at least 25 km/in and by even greater preference at least 35 km/in. This is meaningful, on the one hand, because the current driving situation does not require any performance from the combustion engine. On the other hand, a situation of this kind is frequently followed by a stopping of the vehicle, which requires a further deceleration of the vehicle and accordingly also does not require any performance from the combustion engine. However, with a hybrid vehicle, if the driver decides to continue driving and/or to accelerate again, even at engine speeds below the idling speed, especially, even if the combustion engine is turned off, the engine can warm up very rapidly as a result of the relatively high- power electric motor, which, in this case, either functions as a starter, or can take over the vehicle drive itself. Overall, in real operating conditions, the second method according to the invention allows a frequent use of the automatic start-stop unit, especially the automatic cut-off of the combustion engine, over a broad range of operational situations. By comparison with known automatic start-stop units, which provide the cutoff only when the vehicle is stationary or at slow vehicle velocities, the method according to the invention achieves a further reduction in fuel consumption.
While the second method according to the invention defines a second stop condition for relatively fast vehicle velocities, further stop conditions can, of course, be provided, which specify appropriate criteria, especially appropriate combinations of pedal positions, for a cut-off of the combustion engine at slow vehicle velocities and/or when the vehicle is stationary. In particular, the second method can be combined in a particularly advantageous manner with the first method, that is to say, the first and/or the second stop condition can be specified according to the invention.
The second method can naturally also be further improved by taking further operating-point-specific criteria into consideration for the automatic cut- off at relatively fast vehicle velocities. It is particularly advantageous if the second stop condition additionally comprises an activation of a vehicle brake, a non-activation of an accelerator pedal (gas pedal) of the vehicle and/or an engine speed below a predetermined engine-speed threshold.
Furthermore, the second stop condition can require the presence of a vehicle deceleration (negative vehicle acceleration), especially, a falling below a deceleration threshold and/or a falling below a stoppingtime threshold by a stopping time predicted dependent upon the vehicle deceleration and/or a falling below a stopping-distance threshold by a stopping distance predicted dependent upon the vehicle deceleration. For these criteria, the vehicle deceleration is advantageously determined from vehicle velocities, which are averaged over a predetermined time interval before cutting off the combustion engine. This time interval is, for example, at least 100 ms, especially at least 250 ms, preferably at least 1 s, by particular preference at least 2 s, by even greater preference at least 5 s. All of the named criteria allow a more secure prediction of a possible halting of the vehicle intended by the driver. Furthermore, they support braking safety, because they estimate a maximum requirement of a possibly necessary braking force and define the upper limits for this (see below).
Moreover, one particularly preferred, predeterminable criterion within the framework of the second stop condition can be the presence of an overrun cut-off, that is to say, an interruption of the fuel supply or respectively fuel injection in driving situations, in which a torque requested by the driver (driver-requested torque) is less than a current torque value required for the vehicle forward drives that is to say, the available kinetic energy in the vehicle is used for the movement of the vehicle (zero-torque requirement).
Furthermore, in order to avoid turning off the combustion engine during gear-changing procedures or in the case of an immediately imminent vehicle acceleration, the combustion engine can be turned off only after the expiry of an appropriate deceleration time after the fulfilment of the criteria of the second stop condition.
Alongside the operating-point-specific factors for determining the second stop condition, additional marginal conditions, for example safetyrelevant factors, comfort-influencing factors and/or energy- saving factors can advantageously be taken into consideration. One particularly important aspect for the realization of the automatic start- stop unit, especially the automatic cut-off, is the operational safety of the vehicle brake, especially if this operates with a vacuum-pressure brake booster, which may be connected to an air-intake system of the engine (for example, spark-ignition engine) or to a vacuum-pressure pump driven by the combustion engine (for example, diesel engine). In this context, when the combustion engine has been cut-off, the brake booster can no longer operate actively. Accordingly, in concepts, in which the electric motor / starter alternator is connected to the crankshaft of the combustion engine rigidly or by belt-drive or force- fit and/or form-fit connection, it is already known, that the combustion engine is turned off after an un-coupling of the combustion engine and electric motor from the drive train only when the vehicle is stationary or at velocities close to zero.
Accordingly, a braking force of zero or close to zero is required, or respectively braking-force assistance is required for the remainder of the deceleration. This problem is overcome within the framework of the present invention in that a series of additional safety-relevant criteria for the second stop condition and/or further marginal conditions to be observed can be provided for the admission of the automatic cut-off or respectively for the start condition of the automatic (re- )starter unit after a cut-off according to the invention of the combustion engine. These will be described below.
As an alternative, the possibility of a mechanical de-coupling of the combustion engine and electric motor can also be provided. In this case, with the combustion engine turned off, the electric motor can preferably be switched into the alternator mode thereby providing additional braking force, which is sufficient to brake the vehicle even at relatively high velocities. At the same time, the alternator mode can also be used to recharge an energy store. A further possibility is the use of an electrically- driven, permanent-magnet vacuum pump, or the use of an electrical (or an electro-mechanical or electro- hydraulic) braking unit. These options can also be realised within the framework of the invention, but are associated with significantly increased system costs.
One marginal condition for the admission of the automatic cut-off according to the second method of the invention, which should be observed to improve braking safety, may, for example, be the presence of a maximum vehicle velocity, especially a maximum of km/in, preferably a maximum of 50 km/in. According to an advantageous development of the invention, this maximum vehicle velocity can - like the velocity threshold of the second stop condition - be specified dependent upon a currently engaged gear or, if a neutral transmission position is present, dependent upon a last engaged gear. Furthermore, a falling below a predeterminable pressure threshold by an absolute pressure in a vacuum-pressure system of a brakebooster of the vehicle can be provided in order to guarantee the required braking force.
According to one advantageous development of the invention, this pressure threshold is approximately 600 mbar, in particular 400 mbar and preferably 300 mbar. Alongside this, it is particularly advantageous, if a supplementary-pump system, especially a booster pump disposed in a hydraulic system of the braking system, is activated whenever the absolute pressure of the vacuum- pressure system falls below a predetermined pressure threshold with the combustion engine turned off and in the presence of a braking requirement. In this manner, the required braking assistance is constantly guaranteed.
Other marginal conditions to be observed for the admission of the automatic cut-off according to the second method of the invention may comprise, for example, the presence of a minimum state of charge (SOC) of an electrical energy store rechargeable by the combustion engine; the presence of a minimum engine temperature; a minimum exhaust-gas temperature and/or a minimum catalyst temperature of at least one exhaustgas catalyst and/or a minimum value of a parameter for the activity of the at least one exhaust-gas catalyst, (which can be reduced, for example, with reference to an ageing of the catalyst). Furthermore, the falling below a threshold value for a current power demand for an in-vehicle power supply; the falling below a threshold value for a heating-power requirement for a vehicle interior and/or a threshold value for a cooling requirement of a vehicle air-conditioning system and/or the exceeding of a threshold value for an external temperature can be required for the admission of the automatic cut-off.
All of the additional conditions and marginal conditions named above for the admission of the automatic cut-off can, of course, also be used in combination with one another.
As already mentioned, according to a further aspect of the invention, criteria for a first start condition for a re-start after a cut-off according to the invention of the combustion engine are specified by the automatic start-stop unit. These are provided partly in view of the braking safety mentioned above, especially in the case of vacuum pressure brake-boosters coupled directly or indirectly to the combustion engine, and partly in order to recognise an intention by the driver to continue moving, which therefore requires a drive from the combustion engine.
A start condition is recognized, for example, if a predetermined number of activations of the vehicle brake have taken place, especially at least one, preferably at least two, and by particular preference at least three activations of the brake since the cut-off of the combustion engine. In this manner, the reduction of the vacuum pressure required for the braking force can be estimated. For the same purpose, a maximum pressure in the vacuum- pressure system of the brake-booster of 700 mbar, especially a maximum of 600 mbar and by preference a maximum of 400 mbar can be required for the re-start of the combustion engine. Other criteria for the re start relate to the observance of a maximum vehicle velocity. If it is determined that the vehicle velocity rises again after the automatic cut-off of the combustion engine, this requires an increasing braking force and accordingly a turning on of the engine. Furthermore, the start condition can require the exceeding of the velocity threshold for the automatic cut- off by at least 10 km/in, preferably by at least 5 km/in, by particular preference by at least 2 km/in, or an activation of the accelerator pedal of the vehicle by the driver. It is particularly advantageous if both of the last-named criteria are fulfilled.
According to a further development of the invention, the start condition for the re-start comprises a complete or partial engagement of the clutch with an engine speed of the combustion engine greater than zero and/or with a rising engine speed. In addition to these conditions, a vehicle velocity greater than km/in, especially greater than 5 km/in, preferably greater than 2 km/in can advantageously be required.
Furthermore, the invention relates to a motor vehicle with a combustion engine, especially a hybrid vehicle with at least one additional electric motor, and an automatic start-stop unit, which comprises an automatic cutoff, which, in the presence of stop-conditions, causes an automatic cut-off of the combustion engine or suppresses a re- start of a turned-off combustion engine (especially as a result of an overrun cut-off), and an automatic starter unit, which, in the presence of start conditions, causes an automatic start of the combustion engine, in which a first stop condition is present with a vehicle velocity below a predetermined velocity threshold, if at least one of the following conditions is fulfilled: (a) engaged clutch and (b) activation of the brake pedal and/or a first start condition for a re- start is present, if the following conditions are fulfilled concurrently: (c) disengaged clutch and (d) non-activation of the brake pedal.
A second motor vehicle according to the invention is characterized in that a second stop condition is present if (a) a vehicle velocity is greater than 0 km/in, and at least one of the following conditions is fulfilled: (b) disengaged clutch and (c) neutral position of a vehicle transmission.
The vehicle preferably provides a manually-activated manual transmission. An engaged gear, or respectively a neutral position of the transmission, can be determined dependent upon the engine speed and the vehicle velocity and/or by means of a gear sensor.
In both cases, the automatic start-stop unit according to the invention comprises a software algorithm for controlling the automatic start-up and/or cut-off of the combustion engine, wherein the software algorithm can be stored in a general engine-control unit or in a separate control unit.
The advantages of the automatic start-stop unit according to the invention can be seen especially in so-called mild hybrid vehicles. These are hybrid vehicles with electric motors of a relatively low power of maximum 40 kW, especially maximum 25 kW, in general maximum 20 kW. Within the framework of the present invention, electric motors with a power rating preferably within the range from 7 to 20 kW, by particular preference approximately 15 kW are used.
Further preferred developments of the invention are based on the remaining features named in the dependent claims.
The invention is described in greater detail below on the basis of exemplary embodiments with reference to the associated drawings. The drawings are as follows: Figure 1 shows schematically the structure of a hybrid drive unit according to the invention) Figure 2 shows a flow diagram for the implementation of the automatic cut-off according to the invention in accordance with a first method; Figure 3 shows a flow diagram for the implementation of the automatic re-start according to the invention in accordance with a first method; Figure 4 shows a flow diagram for the implementation of the automatic cut-off according to the invention in accordance with a second method; Figure 5 shows a flow diagram for the implementation of the automatic re-start in accordance with a second method) and Figure 6 shows time characteristics for various parameters during an overrun cut-off of a motor vehicle according to the prior art
and the automatic cut-off in accordance with the second method of the invention.
Figure 1 shows a hybrid drive unit indicated as a whole by reference number 10 of a hybrid vehicle, which is not illustrated in greater detail. The vehicle is driven optionally or concurrently by means of a conventional combustion engine 12 (for instance a spark-ignition or diesel engine) and an electric motor 14, both of which act on the same shaft. The combustion engine 12 and the electric motor 14 are connected via the transmission 16, especially a manually-activated transmission, to a drive train 18 suggested schematically in the drawing. The drive shafts of the combustion engine 12 or respectively of the electric motor 14 are decoupled from the transmission 16 via a clutch 20, which can be disengaged by the driver through the activation of a clutch pedal, which is not illustrated. The clutch is engaged when the pedal is not activated.
The electric motor 14, which is, for example, a three-phase asynchronous or synchronous motor, can be operated optionally in motor mode or alternator mode. In motor mode, the electric motor 14 drives the drive train 18 using electrical energy (current). The electric motor 14 draws this current from an energy store 22, which may, for example, be a battery and/or a capacitor store. The motor mode of the electric motor 14 can additionally assist the combustion engine 12 when connected. By contrast, in the alternator mode, the electric motor 14 is driven by the combustion engine 12 or respectively by overrun of the vehicle and converts the kinetic energy into electrical energy in order to recharge the energy store 22. The electric motor 14 is switched between the motor mode and the alternator mode by means of an electronic power circuit 24 which, at the same time, also carries out any rectification between direct current and alternating current as required.
According to the concept illustrated, the vehicle is driven primarily by means of the combustion engine 12, which is started by the electric motor 14, which is designed as a starter alternator. Moreover, the electric motor 14 provides a booster function being connected to the vehicle drive (motor mode) to assist in heavy-loading situations, especially during vehicle acceleration. Conversely, in the alternator mode, the electric motor 14 provides a so- called recuperation function in driving situations, in which an excess of kinetic energy of the vehicle is present, by converting the kinetic energy into electrical energy in order to charge the energy store 22 and at the same time therefore also providing a braking moment.
Furthermore, Figure 1 shows an optional, additional clutch 26, which can be disposed between the combustion engine 12 and the electric motor 14. An additional clutch 26 of this kind allows a separate decoupling of the combustion engine 12 from the drive train 18 and/or from the electric motor 14, thereby in principle providing the advantage, that, when the combustion engine 12 is turned off, its mechanical, frictional resistance need not be overcome as well. The additional clutch 26 therefore indeed achieves an additional saving potential of fuel, but is associated with a considerable expenditure in manufacturing costs, design and structural space. The additional clutch 26 between the combustion engine 12 and the electric motor 14 is therefore indeed conceivable in principle within the framework of the present invention, but is preferably not provided. On the contrary, one particular advantage of the invention can be seen in the possibility of dispensing with an additional clutch.
The operation of the combustion engine 12 and the electronic power circuit 24 are controlled by means of an engine-control device 28, in which the automatic start-stop unit (indicated by reference number 30) is integrated in the form of a software algorithm. The automatic start-stop unit 30 may alternatively also be provided in a separate control unit.
Figures 2 and 3 illustrate preferred procedural schemes for the first method according to the invention for controlling a hybrid drive 10 according to Figure 1, especially for the automatic cut-off and/or startup of the combustion engine 12 at relatively low vehicle velocities.
According to Figure 2, the routine begins in stage 100, where the current operating condition of the combustion engine 12 is interrogated, especially regarding whether the combustion engine 12 is turned on or off. If the query is answered in the affirmative, this indicates that the combustion engine 12 is in operation; and the procedure moves on to the subsequent stages 102 to 110, in which an interrogation routine for the automatic cut-off unit is implemented.
In stage 102, checks are carried out to determine whether a currentlypresent vehicle velocity vFzg falls below a predetermined velocity threshold, which, according to the preferred example is at around 5 km/in. If the query is answered in the negative, the first stop condition according to the invention is not present, and the procedure moves to stage 110, that is to say, the combustion engine 12 remains turned on. Conversely, if the query in stage 102 is answered in the affirmative, that is to say, the velocity is less than or equal to 5 km/in, the procedure moves to stage 104, where the status of the clutch 20 is checked. If the clutch 20 is engaged, that is to say, the driver has not activated the clutch pedal, this is already a sufficient criterion for the fulfilment of the first stop condition according to the invention, and the combustion engine 12 is automatically turned off in stage 108. Conversely, if the clutch 20 is disengaged (clutch pedal activated), a query is asked in stage 106 regarding whether the driver has activated a brake (not illustrated in Figure 1) or respectively a brake pedal. In the case of an activation of the brake, the criteria for the stop condition are once again fulfilled, and the combustion engine 12 is automatically turned off in stage 108. If the query in 106 is answered in the negative, that is to say, the brake is not activated, the combustion engine 12 remains turned on (stage 110). Alongside a vehicle velocity < 5 km/in, if either the clutch 20 is engaged (not activated by the driver), or an activation of the vehicle brake is present, or also both criteria are fulfilled, this is also sufficient for a cut-off of the combustion engine 12. Of course, the sequence of the queries 102 to 106 can also be provided as required in any other order different from that presented.
According to another advantageous embodiment of the invention, other criteria and/or marginal conditions are included alongside the named criteria in the decision algorithm for the automatic cut-off. This is indicated in Figure 1 by the optional stage 101, in which the fulfilment of predetermined supplementary conditions of this kind is checked.
Stage 101 can alternatively be implemented elsewhere, especially after stage 106. The marginal conditions interrogated in stage 101 include, for example, the falling below of a maximum engine speed, the non-activation of accelerator pedal (gas pedal), the expiry of a minimum running time of the combustion engine 12 after its last re-start or initial start, the falling below of a pressure threshold for a vacuum-pressure system by a brake- booster, the presence of a minimum engine temperature or minimum exhaust- gas temperature or minimum catalyst temperature and/or the falling below of a power demand by various consumers of an in-vehicle supply network, such as interior heating, air-conditioning or similar units. Moreover, it can be required that a delay time must elapse after the time of fulfillment of the criteria interrogated in stages 102, 104 and 106 before the combustion engine 12 is actually turned off in stage 108.
If the interrogation in stage 100 determines that the combustion engine 12 is already turned off, especially as a result of the automatic start- stop unit, the method moves to the re-start routine for the automatic start-stop unit according to the invention illustrated in Figure 3, in which a check is carried out for the presence of a predetermined re-start condition.
For this purpose, checks are carried out in stage 204 to determine whether the clutch 20 is disengaged, in other words that the clutch pedal is activated. If this is the case, the query is posed in stage 206 regarding whether the brake pedal is not activated. If this query is also answered in the affirmative, that is to say, if the brake has not been activated, the combustion engine 12 is re- started in stage 208. The combustion engine 12 is therefore only re- started if both conditions (204 and 206) are fulfilled at the same time. If one of the queries 204 or 206 is answered in the negative, then the combustion engine 12 remains turned off (stage 210).
As with the situation illustrated in Figure 2 with the optional stage 101, the automatic cut-off routine in Figure 3 may also optionally require the fulfilment of further conditions. For example, the engagement of a gear of the manual transmission 16 and/or the activation of the accelerator pedal by the driver can be required in an additional stage, wherein the gear selected can optionally be determined by means of a gear sensor.
Figures 4 and 5 show preferred procedural schemes for the second method according to the invention for controlling a hybrid drive 10 according to Figure 1, especially for the automatic cut-off or respectively start-up of the combustion engine 12 at relatively high vehicle velocities.
According to Figure 4, the routine begins in stage 300, where the current operating status of the combustion engine 12 is interrogated, especially regarding whether the combustion engine 12 is turned on or disposed in an overrun cut-off mode, in which the fuel injection has already been interrupted because of an overrun situation. If the query is answered in the affirmative, that is to say, if the combustion engine 12 is in operation or in an overrun cut-off, the procedure moves to the subsequent stages 302 to 310, in which an interrogation routine for a second stop condition of the automatic cut- off is implemented.
In stage 302, checks are carried out to determine whether a currently present vehicle velocity vFzg exceeds a specified velocity threshold, which, according to the preferred example, is around 5 km/in. If the query is answered in the negative, the first stop condition is not present and the procedure moves forward to stage 310, that is to say, the combustion engine 12 remains turned on or remains in overrun cut-off mode. Conversely, if the query in stage 302 is answered in the affirmative, that is to say, if the velocity is at least 5 km/in, the procedure moves forward to stage 304, where the status of the clutch 20 is checked. If the clutch is disengaged, that is to say, if the driver has activated the clutch pedal, this is already a sufficient criterion for the fulfillment of the second stop condition according to the invention, and the combustion engine 12 is automatically turned off in stage 308 or remains in overrun cut-off mode.
Conversely, if the clutch 20 is engaged (clutch pedal is not activated), then the status of the manual transmission 16 is interrogated, namely regarding whether a neutral position of the transmission is present, that is to say, no gear is selected. The neutral position is preferably determined dependent upon the current vehicle velocity and the speed of the crankshaft of the combustion engine. A gear sensor which recognises an engaged gear, can optionally be provided in the transmission 16 for this purpose. If the neutral position is present, this is once again a sufficient criterion for the second stop condition, and the combustion engine 12 is automatically turned off in stage 308. If the query in stage 306 is answered in the negative, that is the say, a gear is engaged, the combustion engine 12 remains turned on (stage 310). Alongside a vehicle velocity 2 5 km/in, it is therefore sufficient for a cut-off of the combustion engine 12 or respectively for a suppression of a restoration of fuel from an overrun cut-off, if either the clutch 20 is open (the clutch pedal is activated by the driver) or a neutral position of the transmission 16 is present or also if both criteria are fulfilled. In each case, it is therefore recognised that the driver does not wish a transfer of torque to the drive train 18. Of course, the sequence of queries 302 to 306 can also be provided as required in any other order different from the sequence presented.
According to another advantageous embodiment of the invention, other criteria and/or marginal conditions are included alongside the named criteria in the decision algorithm for the automatic cut-off. This is indicated in Figure 3 by the optional stages 301 and 307, in which the fulfilment of specified additional conditions of this kind is checked. The stages 301 and 307 can alternatively also be provided elsewhere or in a different order. The marginal conditions interrogated in stage 301 comprise, for example, queries relating to the safe operation of a vacuumpressure brake-booster, in order to secure its braking force even when the combustion engine 12 is turned off. If, at this position, for example, a current vehicle velocity above 60 km/in is determined or an excessively fast vehicle acceleration and/or a excessively slow deceleration (as a result of an incline in the road), an adequate braking force must be guaranteed, and the automatic cut-off of the combustion engine 12 is not permitted (stage 310). In the optional stage 307, further criteria for the first stop condition, which are primarily intended to support the prediction of a driving behaviour, are checked.
For example, an activation of a brake by the driver indicates an intention to stop the vehicle, which leads to the cut-off of the combustion engine 12 or respectively to the maintenance of the overrun cut- off in stage 308. Further examples of appropriate criteria have already been named in the description above.
However, if it is determined from the query in stage 300, that the combustion engine 12 has already been turned off by the automatic cut-off according to the invention, the procedure moves forward to the re start routine of the automatic start-stop unit according to the invention in which the presence of at least one predetermined re-start condition is checked. This is presented by way of example in Figure 5. An intermediate query not shown in the diagram also ensures that the vehicle has been turned off on the basis of the automatic cut-off according to the invention and not for any other reason, because the subsequently interrogated conditions are designed primarily for a re-start.
For this purpose, checks are carried out in stage 402 to determine whether an absolute pressure of the vacuum-pressure brake-booster is below a predetermined threshold, for example, of 600 mbar.
If this is not the case, adequate braking-force assistance cannot be guaranteed, and the procedure moves directly forward to stage 208, where the combustion engine 12 is re-started, that is to say, its fuel supply is restored. If it is determined in stage 402 that an adequate vacuum pressure is present, the status of the clutch 20 is checked in stage 404. If the clutch 20 is completely or partially engaged, a query is asked in the following stage 406 regarding whether the engine speed of the combustion engine 12 is greater than zero, that is to say, whether the crankshaft is rotating. If this query is also answered in the affirmative, the combustion engine 12 is re-started in stage 408, because it is assumed that the driver wishes to continue driving or to accelerate. By contrast, if the clutch 20 is disengaged and/or the engine speed is equal to zero, the combustion engine 12 remains turned off (stage 410). Alternatively, an OR linking of the queries in stages 404 and 406 can also be provided, so that the engine is turned on again, either if the clutch 28 is engaged or if an engine speed greater than zero is present. As shown in Figure 3 with the optional stage 301, the automatic cut-off routine in Figure 3 can also optionally require the fulfilment of further, alternative or additional conditions. Examples have already been
provided in the description above.
Figure 6 illustrates the time characteristics for the engine speed n of the combustion engine 12 (curves 500 and 502), the status of the clutch 20 (curve 504), and the vehicle velocity (curve 506) during an overrun cutoff. In this context, the dotted line (curve 502) shows the engine-speed characteristic according to the prior art, and curve 500 shows the engine-speed characteristic if an automatic cut-off according to the invention is used.
Initially, the vehicle is disposed with engaged clutch 20 (clutch = 0) in a deceleration phase, in which the driver releases the accelerator pedal ("cuts the gas") in order to slow down and brake the vehicle gradually. In this situation, the engine brake comes into action, thereby reducing the vehicle velocity vFzg and engine speed n corresponding to the drive train transmission. An overrun operating mode (overrun mode), in which both according to the conventional method (curve 502) and also according to the present invention (curve 500), an overrun cut-off of the combustion engine 12 takes place, is present, that is to say, the fuel supply is interrupted in order to save fuel. At time to, the driver disengages the clutch 20 by depressing the clutch pedal. As a result, the combustion engine 12 is separated from the drive train 18 and the engine brake is therefore released, for which reason the vehicle deceleration becomes slower, but the engine speed declines very rapidly.
According to the conventional method, at time t1, namely, when the engine speed reaches a restoration engine speed n_mot,WE, the fuel injection is restored, in order to control the engine 12 in the idling mode at the idling engine speed n_mot,LL. In this context, after a coupling procedure and synchronization of the engine speed by the driver, the idling mode optionally allows the vehicle to accelerate again and/or continue driving. Following this, at time t2, with a vehicle velocity of zero, the engine 12 is turned off, that is to say, the fuel supply is again interrupted. By contrast, with the procedure according to the invention, the first stop condition for the automatic cut-off is present at time to. In particular, the clutch 20 is disengaged and the vehicle velocity is greater than or exceeds a predetermined velocity threshold. This leads to a suppression of the restoration of the fuel supply, even if the engine speed falls below the restoration engine speed n_mot,WE or indeed the idling engine speed n_mot,LL. Accordingly, the engine remains turned off without interruption until the vehicle is finally switched off, thereby achieving a significant reduction in fuel consumption. However, if the driver decides to continue driving after all before the time t2 and to activate the accelerator pedal, a renewed warm-up of the combustion engine 12 by the starter alternator 14 is rapidly possible or the starter alternator itself provides the necessary drive torque entirely or partially.

Claims (51)

  1. Claims 1. Method for controlling an operation of a motor vehicle with a
    combustion engine (12) especially a hybrid vehicle with at least one additional electric motor (14) and an automatic start-stop unit (30), which comprises an automatic cut-off, which, in the presence of stop conditions, causes an automatic cut-off of the combustion engine (12) or suppresses a re-start of a turned-off combustion engine (12), and an automatic starter unit, which, in the presence of start conditions, causes an automatic start of the combustion engine (12), characterized in that a first stop condition is present with a vehicle velocity below a predetermined velocity threshold, when at least one of the following conditions is fulfilled: (a) engaged clutch; and (b) activation of the brake pedal.
  2. 2. Method according to claim 1, characterized in that the first stop condition comprises a vehicle velocity below a velocity threshold above O km/in, especially of 2 km/in, preferably of 3 km/in and by particular preference of 5 km/in.
  3. 3. Method according to claim 1 or 2, characterized in that the velocity threshold is determined dependent upon an engaged gear.
  4. 4. Method for controlling an operation of a motor vehicle with a combustion engine (12), especially a hybrid vehicle with at least one additional electric motor (14), and an automatic start-stop unit (30), which comprises an automatic cut-off, which, in the presence of stop conditions, causes an automatic cut-off of the combustion engine (12) or suppresses a re-start of a turned-off combustion engine (12), and an automatic starter unit, which, in the presence of start conditions, causes an automatic start of the combustion engine (12), characterized in that a second stop condition is present when (a) a vehicle velocity is greater than O km/in, and at least one of the following conditions is fulfilled: (b) disengaged clutch (20) and (c) neutral position of a vehicle transmission (16).
  5. 5. Method according to claim 4, characterized in that the vehicle velocity at least corresponds to a velocity threshold of 5 km/in, especially 10 km/in, preferably 15 km/in, by particular preference 25 km/in and by even greater preference 35 km/in.
  6. 6. Method according to claim 5 characterized in that the velocity threshold is determined dependent upon a currently engaged gear or, in the case of a neutral position of the transmission (16), upon a last gear engaged.
  7. 7. Method according to any one of claims 4 to 6, characterized in that the second stop condition comprises an activation of a vehicle brake.
  8. 8. Method according to any one of claims 4 to 7, characterized in that the second stop condition comprises the presence of a vehicle deceleration, especially the falling below of a deceleration threshold.
  9. 9. Method according to any one of claims 4 to 8, characterized in that the second stop condition comprises the falling below of a stopping-time threshold by a stopping time predicted dependent upon a vehicle deceleration.
  10. 10. Method according to any one of claims 4 to 9, characterized in that the second stop condition comprises the falling below of stoppingdistance threshold by a stopping distance predicted dependent upon a vehicle deceleration.
  11. 11. Method according to any one of claims 8 to 10, characterized in that the vehicle deceleration is determined from averaged vehicle velocities over a time interval before the cut-off of the combustion engine (12) of at least 100 ms, especially at least 250 ms, preferably at least 1 s, by particular preference at least 2 s, and by even greater preference at least 5 s.
  12. Method according to any one of claims 4 to 11, characterized in that the first stop condition comprises the presence of an overrun-determined cutoff of the fuel supply to the combustion engine (12).
  13. 13. Method according to any one of claims 4 to 12, characterized in that the neutral position of the transmission (16), which is especially a manual transmission, is determined by a gear sensor and/or dependent upon the engine speed of the combustion engine (12) and the vehicle velocity.
  14. 14. Method according to any one of the preceding claims, characterized in that the first and/or second stop condition comprises an engine speed below an engine speed threshold.
  15. 15. Method according to any one of the preceding claims, characterized in that the first and/or second stop condition comprises a non-activation of an accelerator pedal of the vehicle.
  16. 16. Method according to any one of the preceding claims, characterized in that the cut-off is activated only after the expiry of an appropriate deceleration time, after a presence of the first and/or second stop condition of the combustion engine.
  17. 17. Method according to claim 16 when referred back to claim 1, characterized in that the deceleration time is specified dependent upon an engaged gear, a particular deceleration time being specified for a reverse gear.
  18. 18. Method according to any one of the preceding claims, characterized in that an admission of the automatic cut-off requires the fulfilment of other marginal conditions.
  19. 19. Method according to claim 18 when referred back to claim 1, characterized in that the further marginal conditions for the admission of the automatic cut-off comprise an expiry of a minimum running time of the combustion engine (12) after its last re-start and/or an expiry of a minimum running time of the combustion engine (12) after its initial start and/or a previous exceeding of a vehicle velocity threshold after the initial start or re-start.
  20. 20. Method according to claim 18 or 19, characterized in that the further marginal conditions comprise an absolute pressure in a vacuum-pressure system of a brake-booster of the motor vehicle below a pressure threshold, the pressure threshold being 600 mbar, especially 400 mbar and preferably 300 mbar.
  21. 21. Method according to any one of claims 18 to characterized in that the further marginal conditions comprise the presence of a minimum recharging status of at least one rechargeable electrical-energy store (22) capable of being recharged by the combustion engine (12).
  22. 22. Method according to any one of claims 18 to 21, characterized in that the further marginal conditions comprise the presence of a minimum engine temperature and/or a minimum exhaust-gas temperature and/or a minimum catalyst temperature of at least one exhaust-gas catalyst and/or a minimum value of a parameter for the activity of at least one exhaust-gas catalyst.
  23. 23. Method according to any one of claims 18 to 22, characterized in that the further marginal conditions comprise the falling below of a threshold value for a power demand of an in-vehicle power supply.
  24. 24. Method according to any one of claims 18 to characterized in that the further marginal conditions comprise the exceeding of a threshold value for a heating power requirement for a vehicle interior and/or for a cooling requirement for a vehicle air-conditioning system and/or the falling below of a threshold value for an outside temperature.
  25. 25. Method according to any one of claims 18 to 24 when referred back to claim 4, characterized in that the further marginal conditions comprise a maximum vehicle velocity, especially a maximum of 60 km/in, especially a maximum of 50 km/in.
  26. 26. Method according to claim 25, characterized in that the maximum vehicle velocity is specified dependent upon a currently engaged gear or, in the case of a neutral position of the transmission (16), a last gear engaged.
  27. 27. Method according to any one of the preceding claims, characterized in that a supplementary pump system, especially a booster pump disposed in a hydraulic system of the brake unit, is activated with the combustion engine (12) turned off and in the case of a falling below of a predetermined pressure threshold for a vacuum-pressure system of a brakebooster.
  28. 28. Method for controlling an operation of a motor vehicle with a combustion engine (12), especially a hybrid vehicle with at least one additional electric motor (14), and an automatic start-stop unit (30), which comprises an automatic cut-off, which, in the presence of stop conditions, causes an automatic cut-off of the combustion engine (12), and an automatic starter unit, which, in the presence of start conditions, causes an automatic start of the combustion engine (12), characterized in that a start condition for a re-start after an automatic cut-off of the combustion engine (12) is present, when the following conditions are fulfilled concurrently: (a) disengaged clutch (20) and (b) non-activation of a brake pedal.
  29. 29. Method according to claim 28, characterized in that the start condition comprises an engaged gear of a transmission (16), especially a manually operated manual transmission.
  30. 30. Method according to any one of claims 28 or 29, characterized in that the start condition comprises an activation of an accelerator pedal of the vehicle.
  31. 31. Method according to any one of claims 28 to characterized in that the combustion engine (12) is started by means of the electric motor (14).
  32. 32. Method according to any one of the preceding claims when referred back to claim 4, characterized in that a start condition for a re-start after the automatic cut-off of the combustion engine (12) is present, if a predetermined number of activations of the vehicle brake have taken place since the cut-off of the combustion engine (12), especially at least three, preferably at least two, by particular preference at least one activation of the vehicle brake.
  33. 33. Method according to any one of the preceding claims when referred back to claim 4, characterized in that a start condition for a re-start after the automatic cut-off of the combustion engine (12) is present, if the pressure in a vacuum-pressure system of a brake-booster exceeds a value of 700 mbar, especially 600 mbar and preferably of 400 mbar.
  34. 34. Method according to any one of the preceding claims when referred back to claim 4, characterized in that a start condition for a re-start after the automatic cut-off of the combustion engine (12) is present, if the vehicle velocity increases again.
  35. 35. Method according to any one of the preceding claims when referred back to claim 4, characterized in that a start condition for a re-start after the automatic cut-off of the combustion engine (12) is present, if the vehicle velocity exceeds the velocity threshold for the cut-off, especially if the vehicle velocity exceeds the velocity threshold for the automatic cut-off by at least 10 km/in, preferably by at least 5 km/in, by particular preference by at least 2 km/in.
  36. 36. Method according to any one of the preceding claims when referred back to claim 4, characterized in that a start condition for a re-start after the automatic cut-off of the combustion engine (12) is present, if an activation of an accelerator pedal of the vehicle takes place.
  37. 37. Method according to any one of the preceding claims when referred back to claim 4, characterized in that a start condition for a re-start after the automatic cut-off of the combustion engine (12) is present, if an activation of an accelerator pedal of the vehicle takes place, and the vehicle velocity exceeds the velocity threshold by at least 10 km/in, especially at least 5 km/in, preferably at least 2 km/in.
  38. 38. Method according to any one of the preceding claims when referred back to claim 4, characterized in that a start condition for a re-start after the automatic cut-off of the combustion engine (12) is present, if the clutch (20) is fully engaged or partially engaged and/or the engine speed of the combustion engine (12) is greater than zero.
  39. 39. Method according to any one of the preceding claims when referred back to claim 4, characterized in that a start condition for a re-start after the automatic cut-off of the combustion engine (12) is present, if the clutch (20) is completely or partially engaged and/or the engine speed of the combustion engine (12) is greater than zero, and the vehicle velocity is greater than 10 km/in, especially greater than km/in and preferably greater than 2 km/in.
  40. 40. Method according to any one of the preceding claims when referred back to claim 4, characterized in that a start condition for a re-start after the automatic cut-off of the combustion engine (12) is present, if the clutch (20) is completely or partially engaged and/or the engine speed of the combustion engine (12) increases.
  41. 41. Method according to any one of the preceding claims when referred back to claim 4, characterized in that a start condition for a re-start after the automatic cut-off of the combustion engine (12) is present, if the clutch (20) is completely or partially engaged and/or the engine speed of the combustion engine (12) increases, and the vehicle velocity is greater than 10 km/in, especially greater than 5 km/in and preferably greater than 2 km/in.
  42. 42. Motor vehicle with a combustion engine (12), especially a hybrid vehicle with at least one additional electric motor (14) and an automatic start-stop unit (30), which comprises an automatic cut-off, which, in the presence of stop conditions, causes an automatic cut-off of the combustion engine (12) or suppresses a re-start of a turned-off combustion engine (12), and an automatic starter unit, which, in the presence of start conditions, causes an automatic start of the combustion engine (12), characterized in that a first stop condition is present if, with a vehicle velocity below a predetermined velocity threshold, at least one of the following conditions is fulfilled: (a) engaged clutch (20) and (b) activation of a brake pedal and/or a first start condition for a re- start is present, if the following conditions are fulfilled concurrently: (c) disengaged clutch (20) and (d) non-activation of the brake pedal.
  43. 43. Motor vehicle with a combustion engine (12), especially a hybrid vehicle with at least one additional electric motor (14), and an automatic start-stop unit (30), which comprises an automatic cut-off, which, in the presence of stop conditions, causes an automatic cut-off of the combustion engine (12) or suppresses a re-start of a turned-off combustion engine (12), and an automatic starter unit, which, in the presence of start conditions, causes an automatic start of the combustion engine, characterized in that a second stop condition is present, if (a) a vehicle velocity is greater than O km/in, and at least one of the following conditions is fulfilled: (b) disengaged clutch (20) and (c) neutral position of a vehicle transmission (16).
  44. 44. Motor vehicle according to claim 42 or 43, characterized in that the automatic start-stop unit (30) comprises a software algorithm for controlling the automatic start-up and/or cut-off of the combustion engine (12), which is stored especially in an engine-control device (28) or a separate control unit.
  45. 45. Motor vehicle according to any one of claims 42 to 44, characterized in that the at least one electric motor (14) has a maximum power of 40 kW, especially a maximum power of 20 kW, preferably within the maximum power range from 8 to 15 kW, by particular preference approximately 10 kW.
  46. 46. Motor vehicle according to any one of claims 42 to 45, characterized in that the vehicle provides a manual transmission (16).
  47. 47. Motor vehicle according to any one of claims 42 to 46, characterized in that no additional clutch (26) is provided between the at least one combustion engine (12) and the at least one electric motor (14).
  48. 48. Motor vehicle according to any one of claims 42 to 47, characterized in that the electric motor (14) is a starter alternator.
  49. 49. Motor vehicle according to any one of claims 42 to 48, characterized in that the electric motor (14) is coupled to the crankshaft of the combustion engine (12) via a belt, a toothed belt or any other force-fit and/or a form-fit connection.
  50. 50. A method for controlling operation of a motor vehicle substantially as described and as illustrated herein with reference to the accompanying drawings.
  51. 51. A motor vehicle substantially as described and as illustrated herein with reference to the accompanying drawings.
GB0509466A 2004-05-10 2005-05-10 Method for controlling a motor vehicle Active GB2413999B (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004024213.5A DE102004024213B4 (en) 2004-05-10 2004-05-10 Method for controlling an operation of a motor vehicle, in particular a start-stop system, and motor vehicle
DE102004024212.7A DE102004024212B4 (en) 2004-05-10 2004-05-10 Method for controlling an operation of a motor vehicle, in particular a start-stop system, and motor vehicle

Publications (3)

Publication Number Publication Date
GB0509466D0 GB0509466D0 (en) 2005-06-15
GB2413999A true GB2413999A (en) 2005-11-16
GB2413999B GB2413999B (en) 2008-08-27

Family

ID=34702142

Family Applications (1)

Application Number Title Priority Date Filing Date
GB0509466A Active GB2413999B (en) 2004-05-10 2005-05-10 Method for controlling a motor vehicle

Country Status (1)

Country Link
GB (1) GB2413999B (en)

Cited By (25)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2427438B (en) * 2005-06-20 2008-01-16 Ford Global Tech Llc A method for stopping and starting an engine
GB2427440B (en) * 2005-06-20 2008-01-30 Ford Global Tech Llc A method for stopping and starting an engine
EP1995450A2 (en) 2007-05-23 2008-11-26 Peugeot Citroen Automobiles SA Method of controlling the stopping and automatic restarting of a vehicle engine
EP1995451A2 (en) 2007-05-23 2008-11-26 Peugeot Citroen Automobiles SA Method of controlling the stopping and automatic restarting of a vehicle engine
EP2014910A1 (en) * 2007-07-09 2009-01-14 Peugeot Citroën Automobiles S.A. Method for automatically starting/stopping of combustion engine
FR2923440A1 (en) * 2007-11-12 2009-05-15 Bosch Gmbh Robert METHOD AND DEVICE FOR MANAGING A DRIVE UNIT OF A VEHICLE
FR2935306A1 (en) * 2008-09-02 2010-03-05 Peugeot Citroen Automobiles Sa Four-cylinder internal combustion engine torque transmission chain for e.g. hybrid motor vehicle, has variable inertia fly-wheel coupled to engine output shaft by common clutch so as to be rotated around engine output shaft
US20100076634A1 (en) * 2008-09-22 2010-03-25 Ford Global Technologies, Llc Method for Controlling a Micro-Hybrid Electric Vehicle with an Automatic Transmission
EP2199595A1 (en) * 2008-12-18 2010-06-23 Iveco S.p.A. Method for the starting and the stopping of an engine by means of a stop and start function of a vehicle, and relative device
EP1995449A3 (en) * 2007-05-23 2010-11-10 Peugeot Citroën Automobiles SA Method of controlling the stopping and automatic restarting of a vehicle engine according to the slope
CN102030003A (en) * 2009-10-07 2011-04-27 福特全球技术公司 Method and apparatus for automatically restarting internal combustion engine of automobile
EP2397385A1 (en) * 2010-06-16 2011-12-21 Altra S.P.A. Method for controlling a parallel hybrid driving system for a vehicle equiped with a manual transmission and corresponding driving system
EP2452858A1 (en) * 2010-11-15 2012-05-16 Saab Automobile AB Power train system and method for driving a vehicle
CN102785663A (en) * 2011-05-19 2012-11-21 通用汽车环球科技运作有限责任公司 Start-stop operation of an internal combustion engine of a motor vehicle
WO2013102840A3 (en) * 2012-01-05 2014-03-13 Toyota Jidosha Kabushiki Kaisha Control device of vehicle
CN103711890A (en) * 2012-10-08 2014-04-09 福特全球技术公司 Method for inferring engagement state of clutch
GB2522693A (en) * 2014-02-03 2015-08-05 Gm Global Tech Operations Inc Method of controlling an automatic engine start
US9291118B2 (en) 2010-10-21 2016-03-22 Hino Motors, Ltd. Idle reduction control device, vehicle, idle reduction control method, and computer program
US9302670B2 (en) 2012-01-05 2016-04-05 Toyota Jidosha Kabushiki Kaisha Control apparatus for vehicle
EP2719882A4 (en) * 2011-06-09 2016-04-20 Toyota Motor Co Ltd Engine control device
FR3034735A1 (en) * 2015-04-07 2016-10-14 Peugeot Citroen Automobiles Sa METHOD FOR MANAGING THE STARTING OF THE THERMAL MOTOR OF A HYBRID VEHICLE
US9500155B2 (en) 2010-09-30 2016-11-22 Toyota Jidosha Kabushiki Kaisha Vehicle controller
CN106715889A (en) * 2014-09-23 2017-05-24 标致·雪铁龙汽车公司 Method and device for controlling the reactivation of a vehicle power train according to the speed of the vehicle
FR3056954A1 (en) * 2016-10-03 2018-04-06 Valeo Systemes De Controle Moteur METHOD FOR MANAGING A MOTOR POWERTRAIN IMPLEMENTING A WIRELESS CONTROL CLUTCH
CN109094564A (en) * 2018-09-30 2018-12-28 安徽江淮汽车集团股份有限公司 hybrid power shifting control system

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB201401157D0 (en) * 2014-02-12 2014-03-12 Ford Global Tech Llc A method of stopping and starting an engine
US9951738B2 (en) 2014-03-11 2018-04-24 Voyomotive, Llc Method of signaling an engine stop or start request
US9475479B2 (en) 2014-04-29 2016-10-25 Ford Global Technologies, Llc Electrified vehicle neutral engine start
US10391998B2 (en) 2016-11-16 2019-08-27 Ford Global Technologies, Llc Vehicle systems and methods for reducing electrified vehicle noise, vibration, and harshness
US11001262B2 (en) 2017-01-31 2021-05-11 Ford Global Technologies, Llc Vehicle systems and methods for avoiding unintentional electrified vehicle movement and for reducing electrified vehicle noise, vibration, and harshness
KR102654460B1 (en) 2019-09-20 2024-04-04 현대자동차 주식회사 Control method for isg of vehicle provided with manual transmission and vehice of which the contorl method is applied

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0937600A2 (en) * 1998-02-19 1999-08-25 Hitachi, Ltd. Hybrid transmission, vehicle and bicycle using the same
US6276472B1 (en) * 1998-04-01 2001-08-21 Denso Corporation Control system for hybrid vehicle
US20020074173A1 (en) * 2000-12-18 2002-06-20 Kazuhiko Morimoto Automatic stop/ start-up controlling device of an engine
US6532926B1 (en) * 1999-08-06 2003-03-18 Honda Giken Kogyo Kabushiki Kaisha Engine automatic start stop control apparatus

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0136267B1 (en) * 1983-06-21 1987-09-30 FIAT AUTO S.p.A. System for controlling the operation of the propelling apparatus in a motor vehicle
DE4412438C1 (en) * 1994-04-12 1995-11-16 Daimler Benz Ag Automatic stopping and starting system for automobile i.c. engine
JP2001055941A (en) * 1999-08-16 2001-02-27 Honda Motor Co Ltd Engine automatic start/stop controller

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0937600A2 (en) * 1998-02-19 1999-08-25 Hitachi, Ltd. Hybrid transmission, vehicle and bicycle using the same
US6276472B1 (en) * 1998-04-01 2001-08-21 Denso Corporation Control system for hybrid vehicle
US6532926B1 (en) * 1999-08-06 2003-03-18 Honda Giken Kogyo Kabushiki Kaisha Engine automatic start stop control apparatus
US20020074173A1 (en) * 2000-12-18 2002-06-20 Kazuhiko Morimoto Automatic stop/ start-up controlling device of an engine

Cited By (37)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2427438B (en) * 2005-06-20 2008-01-16 Ford Global Tech Llc A method for stopping and starting an engine
GB2427440B (en) * 2005-06-20 2008-01-30 Ford Global Tech Llc A method for stopping and starting an engine
EP1995450A2 (en) 2007-05-23 2008-11-26 Peugeot Citroen Automobiles SA Method of controlling the stopping and automatic restarting of a vehicle engine
EP1995451A2 (en) 2007-05-23 2008-11-26 Peugeot Citroen Automobiles SA Method of controlling the stopping and automatic restarting of a vehicle engine
FR2916488A1 (en) * 2007-05-23 2008-11-28 Peugeot Citroen Automobiles Sa METHOD FOR CONTROLLING THE AUTOMATIC STOP AND RESTART OF THE ENGINE OF A VEHICLE
EP1995450A3 (en) * 2007-05-23 2010-11-10 Peugeot Citroën Automobiles SA Method of controlling the stopping and automatic restarting of a vehicle engine
EP1995449A3 (en) * 2007-05-23 2010-11-10 Peugeot Citroën Automobiles SA Method of controlling the stopping and automatic restarting of a vehicle engine according to the slope
EP1995451A3 (en) * 2007-05-23 2010-11-10 Peugeot Citroën Automobiles SA Method of controlling the stopping and automatic restarting of a vehicle engine
FR2918711A1 (en) * 2007-07-09 2009-01-16 Peugeot Citroen Automobiles Sa METHOD OF AUTOMATICALLY STOPPING / STARTING A THERMAL MOTOR
EP2014910A1 (en) * 2007-07-09 2009-01-14 Peugeot Citroën Automobiles S.A. Method for automatically starting/stopping of combustion engine
FR2923440A1 (en) * 2007-11-12 2009-05-15 Bosch Gmbh Robert METHOD AND DEVICE FOR MANAGING A DRIVE UNIT OF A VEHICLE
FR2935306A1 (en) * 2008-09-02 2010-03-05 Peugeot Citroen Automobiles Sa Four-cylinder internal combustion engine torque transmission chain for e.g. hybrid motor vehicle, has variable inertia fly-wheel coupled to engine output shaft by common clutch so as to be rotated around engine output shaft
US20100076634A1 (en) * 2008-09-22 2010-03-25 Ford Global Technologies, Llc Method for Controlling a Micro-Hybrid Electric Vehicle with an Automatic Transmission
EP2199595A1 (en) * 2008-12-18 2010-06-23 Iveco S.p.A. Method for the starting and the stopping of an engine by means of a stop and start function of a vehicle, and relative device
CN102030003A (en) * 2009-10-07 2011-04-27 福特全球技术公司 Method and apparatus for automatically restarting internal combustion engine of automobile
CN102030003B (en) * 2009-10-07 2015-08-26 福特全球技术公司 Automatically the method and apparatus of the combustion engine in automobile is reset
EP2397385A1 (en) * 2010-06-16 2011-12-21 Altra S.P.A. Method for controlling a parallel hybrid driving system for a vehicle equiped with a manual transmission and corresponding driving system
US9500155B2 (en) 2010-09-30 2016-11-22 Toyota Jidosha Kabushiki Kaisha Vehicle controller
US9291118B2 (en) 2010-10-21 2016-03-22 Hino Motors, Ltd. Idle reduction control device, vehicle, idle reduction control method, and computer program
EP2452858A1 (en) * 2010-11-15 2012-05-16 Saab Automobile AB Power train system and method for driving a vehicle
GB2490944A (en) * 2011-05-19 2012-11-21 Gm Global Tech Operations Inc Start-stop operation of an internal combustion engine of a motor vehicle
CN102785663A (en) * 2011-05-19 2012-11-21 通用汽车环球科技运作有限责任公司 Start-stop operation of an internal combustion engine of a motor vehicle
CN102785663B (en) * 2011-05-19 2016-06-29 通用汽车环球科技运作有限责任公司 The method of operation for the explosive motor of start-stop motor vehicles
EP2719882A4 (en) * 2011-06-09 2016-04-20 Toyota Motor Co Ltd Engine control device
US20150006065A1 (en) * 2012-01-05 2015-01-01 Toyota Jidosha Kabushiki Kaisha Control device of vehicle
WO2013102840A3 (en) * 2012-01-05 2014-03-13 Toyota Jidosha Kabushiki Kaisha Control device of vehicle
US9302670B2 (en) 2012-01-05 2016-04-05 Toyota Jidosha Kabushiki Kaisha Control apparatus for vehicle
RU2634855C2 (en) * 2012-10-08 2017-11-07 Форд Глобал Технолоджис, ЛЛК Method for clutch position estimation
CN103711890A (en) * 2012-10-08 2014-04-09 福特全球技术公司 Method for inferring engagement state of clutch
GB2506673B (en) * 2012-10-08 2017-09-13 Ford Global Tech Llc A method for inferring clutch engagement state
GB2506673A (en) * 2012-10-08 2014-04-09 Ford Global Tech Llc Method for inferring clutch engagement state
GB2522693A (en) * 2014-02-03 2015-08-05 Gm Global Tech Operations Inc Method of controlling an automatic engine start
CN106715889A (en) * 2014-09-23 2017-05-24 标致·雪铁龙汽车公司 Method and device for controlling the reactivation of a vehicle power train according to the speed of the vehicle
FR3034735A1 (en) * 2015-04-07 2016-10-14 Peugeot Citroen Automobiles Sa METHOD FOR MANAGING THE STARTING OF THE THERMAL MOTOR OF A HYBRID VEHICLE
FR3056954A1 (en) * 2016-10-03 2018-04-06 Valeo Systemes De Controle Moteur METHOD FOR MANAGING A MOTOR POWERTRAIN IMPLEMENTING A WIRELESS CONTROL CLUTCH
CN109094564A (en) * 2018-09-30 2018-12-28 安徽江淮汽车集团股份有限公司 hybrid power shifting control system
CN109094564B (en) * 2018-09-30 2020-01-14 安徽江淮汽车集团股份有限公司 Hybrid power gear shifting control system

Also Published As

Publication number Publication date
GB0509466D0 (en) 2005-06-15
GB2413999B (en) 2008-08-27

Similar Documents

Publication Publication Date Title
GB2413999A (en) Automatic stop-start control of a motor vehicles combustion engine
US7840337B2 (en) Method for controlling an overrun condition of a hybrid vehicle and hybrid vehicle
US9932914B2 (en) Method for increasing electric operation in hybrid electric vehicles
US9074571B1 (en) Vehicle and method of controlling an engine auto-stop and restart
US6763903B2 (en) Automatic stop/ start-up controlling device of an engine
US9476395B2 (en) Control device for a hybrid vehicle
EP1207298B1 (en) Vehicle driving apparatus
US7229381B2 (en) Method for controlling engine starts for a vehicle powertrain
CN1986307A (en) Engine on-off control method for mixed power automobile
US20090118878A1 (en) Method for controlling electric oil pump for hybrid electric vehicle
JP5478572B2 (en) Control device for hybrid vehicle
JP5973710B2 (en) Control device for hybrid vehicle
JPH11205907A (en) Drive control device for hybrid vehicle
JP2002047963A (en) Controller for vehicle
US10953879B2 (en) Vehicle control apparatus
EP2759690A1 (en) Vehicle and method for controlling vehicle
JP2013184651A (en) Engine stop control device of hybrid vehicle
JPH08193531A (en) Control system of hybrid vehicle
EP2905451B1 (en) Control device for vehicle having engine automatic stop function
US9206893B2 (en) Method for operating a vehicle powertrain
JP2010089584A (en) Vehicle controller
EP3499010B1 (en) Method and device for controlling vehicle including idle stop and go function
JP3562429B2 (en) Hybrid vehicle control device
JP3896640B2 (en) Vehicle powertrain system
US9208127B2 (en) Method for operating a vehicle powertrain