WO2010057746A1 - Procédé et dispositif pour le fonctionnement d'un entraînement hybride pour un véhicule - Google Patents

Procédé et dispositif pour le fonctionnement d'un entraînement hybride pour un véhicule Download PDF

Info

Publication number
WO2010057746A1
WO2010057746A1 PCT/EP2009/064108 EP2009064108W WO2010057746A1 WO 2010057746 A1 WO2010057746 A1 WO 2010057746A1 EP 2009064108 W EP2009064108 W EP 2009064108W WO 2010057746 A1 WO2010057746 A1 WO 2010057746A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
torque
drive unit
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2009/064108
Other languages
German (de)
English (en)
Inventor
Frank Steuernagel
Alexander Maass
Thorsten Juenemann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to US13/128,606 priority Critical patent/US8838309B2/en
Publication of WO2010057746A1 publication Critical patent/WO2010057746A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N5/00—Starting apparatus having mechanical power storage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/04—Starting apparatus having mechanical power storage of inertia type
    • 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
    • F02N99/00—Subject matter not provided for in the other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • 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
    • F02N99/00—Subject matter not provided for in the other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • F02N99/006—Providing a combustible mixture inside the cylinder
    • 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
    • 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 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a method for operating a hybrid drive for a vehicle, in which a first drive unit and a second drive unit together determine the performance of the vehicle, as well as a Vorrich- device for performing the method.
  • the internal combustion engine is started.
  • the internal combustion engine can be set in motion via the slipping separating clutch.
  • a part of the drive torque of the electric machine for towing and accelerating the internal combustion engine is needed. So that the driver is not deprived of driving the vehicle in this process, the torque required for the restart is always held up as a "reserve", so that not only the full moment of the e-machine are used for propulsion of the vehicle in purely electric driving can.
  • a direct start there is in principle the possibility that the internal combustion engine is set in motion by suitable fuel injections and ignitions independently of the vehicle and vehicle drive.
  • a start is called a direct start.
  • the direct start was analyzed in connection with start-stop systems for non-hybrid drives. In unfavorable conditions fails the direct start, so he for a non-hybrid vehicle as the sole
  • the inventive method for operating a hybrid vehicle determines the necessary for starting the non-fired internal combustion engine torque which is held by the further drive unit and is characterized in that the Start of the non-fired internal combustion engine torque is minimized by parameters of the engine system are set accordingly.
  • the technical background for this is that normally the torque used for driving the vehicle gregates is limited. The limitation is selected so that sufficient torque is still available to start the engine safely by closing a clutch, especially in the parallel hybrid, between the other drive unit and the internal combustion engine. In this case, the retained torque of the further drive unit is used and thus compensates for the necessary to start the engine torque. Depending on the situation, the actual torque required to start the internal combustion engine is different.
  • the torque required for starting the internal combustion engine is concluded.
  • the parameters of the internal combustion engine system in particular the position of the crankshaft of the internal combustion engine, as well as its temperature and the current injection pressure, have an influence on the torque required to start the internal combustion engine.
  • Other parameters that are taken into account are in particular the intake manifold / cylinder filling, the stopping time of the internal combustion engine and / or the geographical altitude.
  • the oxygen present in the cylinder is decisive for the deliverable fuel quantity due to the mixture combustibility and emission regulations (“lambda 1 control”) and thus also for the achievable torque.
  • the parameters of the engine system are set so that as little torque is required to start the engine.
  • the method has the advantage that the torque required to start the non-fired internal combustion engine is minimized and thus a larger proportion of the torque of the further drive unit can be used to drive the hybrid vehicle.
  • the drive unit can be driven in more driving situations with the further drive unit, in particular driven purely electrically. This leads to increased driving pleasure and longer distances, during which the vehicle is operated with the further drive unit, in particular emission-free, in particular with higher driving speeds.
  • Energy storage system e.g., battery
  • the lifetime of the clutches and / or the starter is increased, since these components are less frequently in use or have to perform less in use. If the crankshaft of the internal combustion engine in a Zylinderabstellwinkel in which a direct start is likely to fail, then the internal combustion engine and the clutch, in particular the clutch between the engine and the other drive unit, the torque to spin up the engine split, i.
  • the clutch then only needs to transmit a much lower moment than when it alone is pulling on the internal combustion engine.
  • This torque applied by the further drive unit, in particular the electric machine is no longer available to the vehicle drive. Ideally, therefore, before the start of the restart, the torque required by the further drive unit for the start of the internal combustion engine is determined and as
  • the internal combustion engine may optionally attempt a direct start regardless of the angular position of the crankshaft and temperature.
  • the clutch assists, however, with a generally smaller moment than would require a sole towing through the clutch. This additionally speeds up the starting process and has a positive effect on the starting emissions.
  • the clutch is at least partially closed only temporarily and / or synchronized with the crankshaft movement.
  • a refinement of the invention is characterized in that the parameters of the internal combustion engine system are set so that the internal combustion engine can be started by means of a direct start.
  • the technical background for this is that thus for the direct start of the engine no torque from the other drive unit is required more.
  • the direct start is possible in particular with favorable parameters of the internal combustion engine system, in particular with favorable crankshaft angular position of the internal combustion engine, suitable temperature of the internal combustion engine and with suitable injection pressure.
  • the torque required to start the non-fired internal combustion engine is minimized and thus the entire available torque of the further drive unit can be used to drive the hybrid vehicle.
  • hybrid drives is by means of
  • Direct start a necessary for the start of the engine drive unit, in particular a starter, relieved and thus allows a longer life of the drive unit.
  • the early ignition of the internal combustion engine used during the direct start leads to improved emissions at the start of the internal combustion engine. Possible lying down, in particular vehicles which can not continue due to a breakdown of the vehicle, in particular, which can be caused by a defect of the starter are prevented. If it is determined in a restart attempt that the disconnect clutch is so defective that it can not be transmitted enough torque to start the internal combustion engine, can be used as an emergency
  • the technical background of this embodiment is that it can be decided on the basis of this evaluation, whether a necessary to start the non-fired internal combustion engine torque must be maintained by the other drive unit, or if the entire available torque of the further drive unit can be used for further propulsion.
  • the advantage of this embodiment is that, in the event that a direct start of the internal combustion engine can be carried out, the entire available torque of the further drive unit can be used to drive the vehicle.
  • a further development of the invention provides that, when determining that a direct start of the internal combustion engine is possible, no torque is provided to start the internal combustion engine by the further drive unit.
  • the entire torque of the further drive unit can be used for the propulsion of the vehicle.
  • the crankshaft of the internal combustion engine is in a favorable crankshaft angular position and the internal combustion engine has a suitable temperature, so that the direct start can be carried out successfully, can on the Vorhalten a torque required for the start of the internal combustion engine, in particular the torque reserve, are dispensed with, and the maximum torque of the further drive unit, in particular of the electric machine, can be used for propulsion of the vehicle.
  • a further development of the invention provides that the internal combustion engine has a crankshaft which can be coupled by means of a clutch to a shaft, wherein the crankshaft of the internal combustion engine can be moved into a position by at least partially closing the clutch, which initiates a direct start Internal combustion engine allows.
  • a parameter of the engine system is set so that the internal combustion engine by means of direct start, in particular. can be started with less torque support by means of direct start. In this, especially in the best case, the direct start of the internal combustion engine, by rotation of the crankshaft in a favorable position, allows.
  • the crankshaft is connected to a rotating shaft, for example to the shaft of the further drive unit or mechanically to a rotating drive unit, and moved into a predetermined position.
  • Advantage of this development is that thereby the internal combustion engine system is placed in a state by a direct start is possible and thus in the further operation of the hybrid vehicle, the entire torque of the further drive unit can be used for propulsion.
  • a slipping separating clutch eg over very short slip pulses
  • the torque reserve is minimized and for driving with the further drive unit, in particular during the electric drive, the maximum
  • the device according to the invention for operating a hybrid vehicle which has an internal combustion engine system with an internal combustion engine and at least one further drive unit, has means (111, 209) which determine the torque required for starting the non-fired internal combustion engine (101, 201) and this torque the further drive unit (103, 203) hold, characterized in that the means (111, 209) to minimize the start of the non-fired internal combustion engine (101, 201) torque by the parameters of the internal combustion engine system are adjusted accordingly.
  • the technical background for this is that by detecting various parameters of the engine system, the necessary to start the engine torque is closed. In order to use as much of the available torque of the second drive unit for the drive, the parameters of the engine system are set so that as little torque is required to start the engine.
  • the method has the advantage that the torque required to start the non-fired internal combustion engine is minimized. is mized and thus a greater proportion of the torque of the further drive unit for driving the hybrid vehicle can be used.
  • the hybrid vehicle is designed as an axle hybrid, parallel hybrid or power-split hybrid.
  • the parameters of the engine system to minimize the torque required to start the engine are set so that, for example, the crankshaft of the internal combustion engine can be moved by at least partially closing the clutch in a position that allows a direct start.
  • a further drive unit can be mechanically connected to the crankshaft of the internal combustion engine.
  • axle hybrid there is no direct mechanical coupling between a further drive unit and the crankshaft of the internal combustion engine, but a force can act on the crankshaft of the internal combustion engine if the internal combustion engine is mechanically coupled to the rotating drive axle in a traveling vehicle with axle hybrid drive, for example by closing a clutch.
  • components such as e.g. Starter, starter generator or belt starter on the internal combustion engine accounts.
  • the e.g. no further drive unit, in particular an electric machine, on the internal combustion engine drive axle can be implemented via the direct start with the aid of a slipping start clutch (and an engaged gear), a start of the internal combustion engine on the road.
  • the torques required for the internal combustion engine, as described above, are lower than in the case of a completely towed, unburned internal combustion engine.
  • the other drive unit supports the other
  • components such as starter, starter generator or belt starter can be omitted on the internal combustion engine.
  • FIG. 1 shows a schematic diagram of a parallel hybrid powertrain for a vehicle with
  • Figure 2 is a schematic diagram of a Achshybridantriebsstranges for a vehicle with four-wheel drive.
  • FIG. 3 shows a method for operating a hybrid vehicle.
  • FIG. 1 is a schematic diagram of a parallel hybrid powertrain for a vehicle with four-wheel drive is shown.
  • the internal combustion engine 101 is via a
  • This further drive unit can be designed, for example, as an electric machine or as a hydraulic drive.
  • the two drive units can be coupled via the gear 105 to the drive axle of the vehicle via the differentials 107, 108 and 109.
  • the control unit 111 can exchange information, for example with the drive units 101 and 103, the transmission 105 and / or the clutches 102 and 104, exchange and output control signals, in particular to the components mentioned.
  • FIG. 111 can be arbitrarily distributed to other control devices of the vehicle and / or coupled to the control electronics of vehicle components.
  • Figure 2 shows a schematic diagram of an axle hybrid drive train for a vehicle, for example, with two driven axles, in particular with all-wheel drive.
  • the internal combustion engine 201 is coupled to the transmission 205 via a clutch 202 and to the drive axle 206 via the differential 204.
  • the components mentioned represent the drive for the first axis of the hybrid vehicle.
  • the second axis 208 is driven by means of the further drive unit 203, for example directly via the differential 207.
  • between the differential 207 and the electric machine 203 may be provided another, not shown gear, which in particular is independently switchable and can be controlled, for example via a control unit.
  • the control unit 209 is connected to the data exchange, for example with the drive units 201 and 203, the transmission 205 and / or the clutch 202, and can also deliver control signals, in particular to the components mentioned.
  • the functions of the control unit 209 can be arbitrarily distributed to other control devices of the vehicle and / or be coupled to the control electronics of vehicle components.
  • FIG. 3 shows a method for operating a hybrid drive for a vehicle.
  • step 301 the process is started. Subsequently, in step 302, the torque required to start the non-fired internal combustion engine is determined. In accordance with the evaluation from step 302, in step 303 the second drive unit is controlled so that the torque required for starting the non-fired internal combustion engine is always kept available and thus available. In step 304, it is queried whether a start of the internal combustion engine is to be carried out. If no start of the internal combustion engine is to be carried out at present, the method branches to step 307 in that by setting parameters of the internal combustion engine system, the torque required for starting the non-fired internal combustion engine is minimized.
  • step 304 If it is determined in step 304 that a start of the internal combustion engine is to be carried out, then this is started in step 305. In step 306, the method ends.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un procédé et un dispositif pour le fonctionnement d'un véhicule hybride, qui détermine le couple nécessaire au démarrage de la machine à combustion interne (101, 201) arrêtée et qui le fait fournir par un autre groupe d'entraînement (103, 203). Le couple nécessaire au démarrage de la machine à combustion interne (101, 201) arrêtée est minimisé en réglant de manière adéquate des paramètres du système de machine à combustion interne.
PCT/EP2009/064108 2008-11-20 2009-10-27 Procédé et dispositif pour le fonctionnement d'un entraînement hybride pour un véhicule Ceased WO2010057746A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US13/128,606 US8838309B2 (en) 2008-11-20 2009-10-27 Method and device for operating a hybrid drive for a vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008043945A DE102008043945A1 (de) 2008-11-20 2008-11-20 Verfahren und Vorrichtung zum Betreiben eines Hybridantriebes für ein Fahrzeug
DE102008043945.2 2008-11-20

Publications (1)

Publication Number Publication Date
WO2010057746A1 true WO2010057746A1 (fr) 2010-05-27

Family

ID=41527902

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2009/064108 Ceased WO2010057746A1 (fr) 2008-11-20 2009-10-27 Procédé et dispositif pour le fonctionnement d'un entraînement hybride pour un véhicule

Country Status (3)

Country Link
US (1) US8838309B2 (fr)
DE (1) DE102008043945A1 (fr)
WO (1) WO2010057746A1 (fr)

Families Citing this family (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008044016B4 (de) * 2008-11-24 2025-07-31 Robert Bosch Gmbh Verfahren zum Erfassen eines sich einstellenden Drehmomentes für einen Hybridantrieb
DE102010008680A1 (de) * 2010-02-19 2011-08-25 Dr. Ing. h.c. F. Porsche Aktiengesellschaft, 70435 Verfahren zur Steuerung eines Antriebsstrangs in einem Kraftfahrzeug, Antriebsstrangsteuerung für ein Kraftfahrzeug, Steuereinheit für eine Fördereinrichtung zur Bereitstellung von Öldruck in einem Kraftfahrzeug, Verfahren zur Fehlererkennung in einem Hydrauliksystem für ein Kraftfahrzeug und Hydrauliksystem für ein Kraftfahrzeug
FR2965779B1 (fr) * 2010-10-11 2013-06-14 Peugeot Citroen Automobiles Sa Procede de commande d'un demarrage d'un vehicule equipe d'un systeme de mise en veille d'un moteur
DE102010063332A1 (de) * 2010-12-17 2012-06-21 Robert Bosch Gmbh Verfahren zum Betreiben eines Hybridantriebs
WO2014083705A1 (fr) * 2012-11-30 2014-06-05 トヨタ自動車株式会社 Appareil de commande de véhicule hybride
US9393950B2 (en) * 2013-07-22 2016-07-19 Ford Global Technologies, Llc Methods and systems for restarting an engine
DE102015221501A1 (de) * 2015-11-03 2017-05-04 Ford Global Technologies, Llc Verfahren zum Steuern eines Katalysators
DE102019103764A1 (de) * 2019-02-14 2020-08-20 Schaeffler Technologies AG & Co. KG Verfahren zum Start eines Verbrennungsmotors eines Fahrzeuges
DE102020003874A1 (de) 2020-06-29 2021-12-30 Daimler Ag Verfahren zum Starten einer Verbrennungskraftmaschine eines Kraftfahrzeugs, insbesondere eines Kraftwagens
DE102021107414A1 (de) 2021-03-24 2022-09-29 Bayerische Motoren Werke Aktiengesellschaft Antriebsvorrichtung und Verfahren zum Steuern von Antriebsvorrichtung
US11661914B2 (en) * 2021-06-07 2023-05-30 Ford Global Technologies, Llc Methods and system for starting an engine
DE102021119954A1 (de) 2021-08-02 2023-02-02 Bayerische Motoren Werke Aktiengesellschaft Verfahren und Vorrichtung zum Betrieb eines elektrischen Bordnetzes für einen Hybrid-Antrieb
US11619201B1 (en) * 2021-09-28 2023-04-04 Ford Global Technologies, Llc Methods and system for reserving torque for engine starting
DE102021127825A1 (de) 2021-10-26 2023-04-27 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben eines Automatikgetriebes eines Hybridfahrzeugs, Automatikgetriebe sowie Hybridfahrzeug

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6119799A (en) * 1996-05-02 2000-09-19 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle
EP1450037A1 (fr) * 2003-01-31 2004-08-25 Volkswagen Aktiengesellschaft Dispositif d'entraínement pour véhicule automobile et méthode correspondente
EP1526277A2 (fr) * 2003-10-22 2005-04-27 Hitachi, Ltd. Méthode de commande d'un moteur à combustion interne
WO2006034520A1 (fr) * 2004-09-27 2006-04-06 Magna Steyr Fahrzeugtechnik Ag & Co Kg Unite d'entrainement pour un vehicule automobile a traction hydride en agencement longitudinal
DE102005049992A1 (de) * 2005-10-12 2007-04-26 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Antriebsstrang für ein Kraftfahrzeug und Verfahren zum Steuern eines Antriebsstranges
DE102006008640A1 (de) * 2006-02-24 2007-08-30 Robert Bosch Gmbh Hybridantrieb mit einem Direktstart unterstützender Trennkupplung
DE102006012384A1 (de) * 2006-03-15 2007-09-20 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Startverfahren für eine Brennkraftmaschine mit Direkteinspritzung

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19532164A1 (de) * 1995-08-31 1997-03-06 Clouth Gummiwerke Ag Antriebssystem, insbesondere für ein Kraftfahrzeug, und Verfahren zum Betreiben desselben
US6158405A (en) * 1995-08-31 2000-12-12 Isad Electronic Systems System for actively reducing rotational nonuniformity of a shaft, in particular, the drive shaft of an internal combustion engine, and method of operating the system
DE10338871A1 (de) * 2003-08-20 2005-03-17 Volkswagen Ag Hybridfahrzeug und Verfahren zum Betreiben eines Hybridfahrzeugs
US7197383B2 (en) * 2004-02-17 2007-03-27 Ford Global Technologies, Llc System for limiting reactive torque in powertrains
US7350602B2 (en) * 2004-07-19 2008-04-01 Ford Global Technologies, Llc System and method for engine start detection for hybrid vehicles
JP4123254B2 (ja) * 2005-07-27 2008-07-23 トヨタ自動車株式会社 内燃機関の失火判定装置および内燃機関の失火判定方法
EP1782988A1 (fr) * 2005-11-04 2007-05-09 MAGNETI MARELLI POWERTRAIN S.p.A. Véhicule à traction hybride
DE102005052631A1 (de) * 2005-11-04 2007-05-10 Robert Bosch Gmbh Pulswechselrichter im Not-Generatorbetrieb
DE102005062588A1 (de) * 2005-12-27 2007-06-28 Robert Bosch Gmbh Verfahren zum Bestimmen der Magnettemperatur bei Synchronmaschinen
US7743859B2 (en) * 2006-02-03 2010-06-29 Magna Powertrain Usa, Inc. Hybrid drivetrains for trailers
DE102006037576A1 (de) * 2006-08-11 2008-04-10 Daimler Ag Nebenaggregatantrieb für ein Kraftfahrzeug
DE102008001159A1 (de) * 2008-04-14 2009-10-15 Robert Bosch Gmbh Verfahren und Steuerungsmodul zum Steuern des Antriebsmodus eines Hybridantriebs zur Verhinderung von Ruckbewegungen

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6119799A (en) * 1996-05-02 2000-09-19 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle
EP1450037A1 (fr) * 2003-01-31 2004-08-25 Volkswagen Aktiengesellschaft Dispositif d'entraínement pour véhicule automobile et méthode correspondente
EP1526277A2 (fr) * 2003-10-22 2005-04-27 Hitachi, Ltd. Méthode de commande d'un moteur à combustion interne
WO2006034520A1 (fr) * 2004-09-27 2006-04-06 Magna Steyr Fahrzeugtechnik Ag & Co Kg Unite d'entrainement pour un vehicule automobile a traction hydride en agencement longitudinal
DE102005049992A1 (de) * 2005-10-12 2007-04-26 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Antriebsstrang für ein Kraftfahrzeug und Verfahren zum Steuern eines Antriebsstranges
DE102006008640A1 (de) * 2006-02-24 2007-08-30 Robert Bosch Gmbh Hybridantrieb mit einem Direktstart unterstützender Trennkupplung
DE102006012384A1 (de) * 2006-03-15 2007-09-20 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Startverfahren für eine Brennkraftmaschine mit Direkteinspritzung

Also Published As

Publication number Publication date
US8838309B2 (en) 2014-09-16
DE102008043945A1 (de) 2010-05-27
US20110301797A1 (en) 2011-12-08

Similar Documents

Publication Publication Date Title
WO2010057746A1 (fr) Procédé et dispositif pour le fonctionnement d'un entraînement hybride pour un véhicule
EP2313641B1 (fr) Procédé et dispositif de démarrage d'un moteur à combustion interne d'une chaîne cinématique hybride
DE102012000036B4 (de) Verfahren und Vorrichtung zum Steuern des Betriebs eines Hybridantriebsstrangs während eines Ankurbelstartereignisses mit Schlüssel
DE102013104626A1 (de) Kraftmaschinenstart für ein hybrid-elektrofahrzeug
EP2022972B1 (fr) Fonction de maintien de pression lors d'un entraînement hybride complet
DE102008027658A1 (de) Verfahren zum Starten einer Brennkraftmaschine eines Hybridfahrzeugs
DE102008021428A1 (de) Verfahren und Vorrichtung zum Steuern des Maschinenhalts für ein Hybridantriebsstrangsystem
DE102010041631A1 (de) Fahrzeugantrieb mit mindestens zwei Startsystemen
DE102011083829A1 (de) Verfahren und strategie für die erkennung einer sperre des planetengetriebes in hybrid-fahrzeugen mit leistungsverzweigung
DE102015119280A1 (de) Fahrzeugdrehmomentsteuerung
DE102006034937A1 (de) Betriebsverfahren für einen Hybridantrieb
DE102013009649A1 (de) Verfahren zum Steuern und/oder Regeln einer Hybridantriebsanordnung eines Kraftfahrzeuges
DE102014210107A1 (de) Verfahren zum Betreiben eines Fahrzeugs
DE102011083573A1 (de) Verfahren zum Betreiben eines Verbrennungsmotors
EP1173674B2 (fr) Transmission pour vehicule motorise
WO2005110793A1 (fr) Procede et dispositif d'arret et de mise en marche du moteur de vehicules hybrides
WO2012167970A1 (fr) Procédé pour faire fonctionner un dispositif d'entraînement ainsi que dispositif pour le fonctionnement du dispositif d'entraînement
DE102012203325B4 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE102018122543B4 (de) Verfahren zum Starten einer Brennkraftmaschine in einem Hybridfahrzeug mittels selektiver Zylinderabschaltung
DE102016009325A1 (de) Verfahren zum Betreiben einer Verbrennungskraftmaschine eines Kraftfahrzeugs
WO2009077317A2 (fr) Procédé et dispositif pour faire fonctionner un groupe motopropulseur hybride d'un véhicule
DE102006034934A1 (de) Betriebsverfahren für einen Hybridantrieb
DE102020125485B4 (de) Verfahren und Steuereinrichtung zum Betrieb eines Hybrid-Antriebsstrangs
DE102010022228A1 (de) Verfahren und Vorrichtung zum Detektieren der Maschinenzündung in einem Hybridantriebssystem
EP4382380B1 (fr) Procédé de fonctionnement d'un véhicule hybride

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 09740157

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 13128606

Country of ref document: US

122 Ep: pct application non-entry in european phase

Ref document number: 09740157

Country of ref document: EP

Kind code of ref document: A1