WO2012152490A1 - Procédé de commande d'une chaîne cinématique hybride d'un véhicule automobile - Google Patents

Procédé de commande d'une chaîne cinématique hybride d'un véhicule automobile Download PDF

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Publication number
WO2012152490A1
WO2012152490A1 PCT/EP2012/054852 EP2012054852W WO2012152490A1 WO 2012152490 A1 WO2012152490 A1 WO 2012152490A1 EP 2012054852 W EP2012054852 W EP 2012054852W WO 2012152490 A1 WO2012152490 A1 WO 2012152490A1
Authority
WO
WIPO (PCT)
Prior art keywords
combustion engine
internal combustion
ats
atvm
max
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/EP2012/054852
Other languages
German (de)
English (en)
Inventor
Manuel RISS
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen 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
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Priority to EP12710228.3A priority Critical patent/EP2707237A1/fr
Publication of WO2012152490A1 publication Critical patent/WO2012152490A1/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
    • 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
    • B60W10/04—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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • 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
    • B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
    • 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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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 controlling a hybrid powertrain of a motor vehicle having an internal combustion engine with a drive shaft, an automated multi-step transmission with at least one input shaft, and an operable as a motor and as a generator electric machine with a rotor via an automated disconnect clutch with the drive shaft of Combustion engine is connected and is in communication with the input shaft of the stepped transmission, wherein the internal combustion engine is switched during an electric driving after a request for the transition to the combustion or hybrid driving time close to an upcoming circuit of the stepped transmission.
  • a parallel hybrid powertrain of the type described above is well known.
  • Such a hybrid powertrain has the advantage that the motor vehicle in question can be driven either in pure electric driving with parked or idling internal combustion engine in pure combustion driving with powerless electric machine or in hybrid driving with combined drive through the engine and the electric machine.
  • the electric machine can be operated as a generator as needed and the power generated thereby can be used to supply an electrical system and / or to charge an electrical energy store.
  • the electric machine can also be operated as a generator during deceleration of the motor vehicle and the kinetic energy recovered in the process can be stored in an electrical energy store.
  • the multi-step transmission can be designed as an automated transmission, which has a single input shaft and is switchable with traction interruption.
  • the input shaft of the gearbox can be connected or connectable directly or via an automated clutch with the rotor of the electric machine.
  • the multi-step transmission may also be formed as a powershift transmission in the design of a planetary automatic transmission with a single input shaft or in the design of a dual-clutch transmission with two input shafts.
  • the input shaft of a planetary automatic transmission can directly or via a hydrodynamic torque converter with the rotor of the electric machine in communication.
  • the two input shafts of a dual-clutch transmission via an associated clutch with the rotor of the electric machine can be connected.
  • the request to switch on the internal combustion engine is timely close to an upcoming shift of the stepped transmission, wherein the circuit can be both an upshift and a downshift, it must be decided whether the internal combustion engine before , during or after the execution of the circuit is to be switched on.
  • Towing started and then coupled if it is a downshift. If it is an upshift, the internal combustion engine is started immediately after a proposed circuit of the stepped transmission in a tow start and then coupled. As a result, the speed difference to be bridged at the tow start of the internal combustion engine to the disconnect clutch is minimized, whereby the thermal load and the mechanical wear of the disconnect clutch to be reduced. In addition, thereby the speed of the input shaft of the stepped transmission, to which the internal combustion engine must be accelerated before coupling, kept low, whereby the noise and the fuel consumption of the internal combustion engine are reduced.
  • the separating clutch is fully opened again before reaching the synchronous speed between the engine and the electric machine and the internal combustion engine by the complete closing of the clutch only coupled when this after switching on the ignition and / or the injection of fuel in about the speed the electric machine or the input shaft of the stepped transmission has been accelerated.
  • the present invention is therefore based on the object to present a method for controlling a hybrid powertrain of a motor vehicle of the type mentioned, in which the said time frame conditions are considered in the connection of the internal combustion engine.
  • connection period of the internal combustion engine characterized in that the connection period of the internal combustion engine, the time period until the start of the circuit, and the possible maximum duration of a continued electric driving operation are determined, and that is decided in dependence on these periods, whether the Connection of the internal combustion engine before, during or after the scheduled circuit.
  • the invention is therefore based on a known per se hybrid powertrain of a motor vehicle having an internal combustion engine with a drive shaft, an automated multi-step transmission with at least one input shaft and an operable as a motor and a generator electric machine with a rotor.
  • the rotor of the electric machine can be connected via an automated separating clutch with the drive shaft of the internal combustion engine and is directly or via a clutch with the input shaft of the stepped transmission in combination.
  • connection of the internal combustion engine thus takes place not only as a function of the type of circuit (upshift or downshift) but also as a function of the relevant time sequences and their relation to each other.
  • the activation period of the internal combustion engine AtvM_zs and the possible maximum duration of a continued electric driving AtEF max each is smaller than the period until the start of the circuit Ats_o (AtvM_zs ⁇ Ats_o; AtEF max ⁇ Ats_o), and that the connection of the internal combustion ⁇ engine takes place during or after the circuit, if the connection duration of the internal combustion engine AtvM_zs or the possible maximum duration of a continued electric driving AtEF max greater than or equal to the period until the start of the circuit Ats_o is (AtvM_zs ⁇ Ats_o; AtEF_max ⁇ Ats_o).
  • connection of the combus ⁇ tion motor is thus preferably during the zugkraft990 or zugkraftabgesenkten phase or during the load building phase of the upshift, which is also associated with a low input shaft speed to which the engine must be accelerated. Only if this is not possible, for example due to a deeply discharged electrical energy store, and this is possible without delaying the upshift, the internal combustion engine is switched on before the upshift.
  • connection of the internal combustion engine takes place before the shift, if the connection period of the internal combustion engine AtvM_zs or the possible maximum duration of a continued electric driving AtEF_max is less than the time period until the circuit Ats_o start (AtvM_zs ⁇ Ats_o or AtEF_max ⁇ Ats_o ), and that the on ⁇ circuit of the internal combustion engine during or after the circuit takes place when the connection period of the internal combustion engine AtvM_zs and the possible maximum duration of a continued electric drive operation AtEF max is greater than or equal to the time until the start of the shift Ats_o (A M_ZS ⁇ Ats_o and AtEF max ⁇ Ats_ 0 ) -
  • n this case, the advantage of a lower input shaft speed at a connection of the internal combustion engine before the downshift is compared to the advantage of a ruck freer flow at a connection of the internal combustion engine during or immediately after the downshift
  • connection period of the internal combustion engine AtvM_zs becomes the sum of the start time of the internal combustion engine AtvM_st, which includes cranking the internal combustion engine to a minimum start speed nvM_st and the internal combustion engine start of the internal combustion engine , and the Ankoppeldauer the internal combustion engine AM .
  • AK which includes the acceleration of the internal combustion engine to the input shaft speed n G E of the stepped transmission and the closing of the clutch, determined (AtvM_zs
  • the shift speed n G E_s the stepped transmission is preferably determined based on a valid for the combustion or hybrid driving switching characteristic, since a valid for the electric driving mode switching characteristic to one for the Internal combustion engine can cause unfavorable circuit. Due to different torque-speed characteristics of an electric machine and an internal combustion engine, different shift characteristics are usually used for an electric driving operation and for a combustion operation.
  • the possible maximum duration of a continued electric vehicle operation AtEF max is preferably determined from the state of charge of an electrical energy store assigned to the electric machine, the driver's current power requirement or a speed control system and the expected thermal load of the electric machine by the continued electric vehicle operation.
  • FIG. 3 shows a schematic view of a parallel-acting hybrid drive train for carrying out the control method according to the invention according to FIG. 1 and FIG. 2.
  • Fig. 3 is a schematic representation of a parallel-effective hybrid powertrain 1, in which the control method according to the invention is applicable by way of example, which will be described below.
  • the hybrid powertrain 1 comprises an internal combustion engine VM with a drive shaft 2, an electric machine EM operable as a motor and as a generator with a rotor 3 and a rotor shaft 4, and a stepped transmission G with an input shaft GE.
  • the stepped gearbox G is designed, for example, as an automated manual transmission that can be switched with traction interruption.
  • the rotor 3 of the electric machine EM is the input side via an automated clutch K1 with the drive shaft 2 of the engine VM connectable and separable from this, so that the engine VM if necessary, started by the electric machine EM, coupled to this and can be decoupled from this.
  • the rotor 3 or the rotor shaft 4 of the electric machine EM is connected to the input shaft GE of the stepped transmission G via an automated clutch K2.
  • the stepped gearbox G has an output shaft 5, which is in drive connection via an axle differential 6 with the drive wheels 7a, 7b of a drive axle of the relevant motor vehicle.
  • connection duration of the internal combustion engine AtvM_zs After the occurrence of the request for switching on the internal combustion engine VM at the time tO first the connection duration of the internal combustion engine AtvM_zs, the period up to the circuit start Ats_o the intended upshift, and the possible maximum duration of a continued electric driving operation AtEF max determined. Since the possible maximum duration of a continued electric driving operation AtEF max is greater than the time until the start of shift Ats_ 0 (AtEF max> Ats_ 0 ) > it is decided that the connection of the internal combustion engine VM takes place during the load build-up phase, ie at the end of the upshift.
  • the upshift takes place at the time t1, whereby the no load of the input shaft GE is achieved by reducing the torque MEM delivered by the electric machine EM to zero.
  • the clutch K2 can therefore remain closed during the upshift.
  • the internal combustion engine VM is accelerated by the partial closing of the clutch K1 and the simultaneous increase of the output from the electric machine EM torque MEM initially up to the minimum start speed n V M_st and then about to Time t3 started combustion engine.
  • the internal combustion engine VM is accelerated by increasing its output torque MVM to the input shaft rotational speed noE and coupled to the driveline through simultaneous closing of the disconnect clutch K1, which is completed at time t4.
  • the torque MEM delivered by the electric machine EM is reduced to zero, ie the electric machine EM is turned off.
  • the connection of the internal combustion engine VM (AtvM_zs, t2-14) thus consists of starting the internal combustion engine (AtvM_st, t2-13) and coupling the internal combustion engine (AtvM_AK, t3 - 14) together. Due to the connection of the internal combustion engine VM at the end of the upshift, this is particularly low-jerk and at low input shaft speed no and thus very comfortable.
  • AtvM_zs the period until the start of the shift Ats_o the intended upshift, and determines the maximum possible duration of a continued electric driving operation AtEF max. Since the possible maximum duration of a continued electric vehicle operation AtEF max and also the activation period of the internal combustion engine AtvM_zs are now smaller than the time until the start of the shift Ats_o (AtvM_zs ⁇ Ats_o; AtEF max ⁇ Ats_o), it is decided that the ignition circuit of the internal combustion engine VM is executed before the upshift.
  • the internal combustion engine VM is accelerated immediately, ie, from the time t0, by the partial closing of the separating clutch K1 by the electric machine EM up to the minimum starting rotational speed nvM_st and then started at approximately the time t1 'combustion engine. Thereafter, the internal combustion engine VM is accelerated by increasing its output torque M V M to the input shaft speed noE and coupled by the simultaneous completion of the disconnect clutch K1 to the drive train, which is completed at time t2 '. Meanwhile, the output from the electric machine EM torque M E M is reduced to zero and the electric machine EM thus turned off.
  • connection of the internal combustion engine VM (AtvM_zs, t0 - 12 ') is composed again of the starting of the internal combustion engine (AtvM_st, t0 - 11') and the coupling of the internal combustion engine (AtvM_AK, t1 '- 12').
  • the drive is continued briefly in the combustion driving mode before the switching speed nGE_s is reached at time t3 '.
  • the intended upshift is performed between the times t3 'to t4'.
  • the load freedom of the input shaft GE during the upshift is achieved in the present case by reducing the output from the engine VM torque M V M and through the opening of the clutch K2.
  • this can also be achieved by receiving a correspondingly high regenerative torque by the electric machine EM with the clutch K2 closed. Due to the connection of the internal combustion engine VM before the upshift, this is not necessarily low-jerk and at relatively high input shaft speed UQE, which is relatively uncomfortable, but unavoidable due to the existing short maximum duration of a continued electric vehicle operation AtEF max.

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

Abstract

L'invention concerne un procédé de commande d'une chaîne cinématique hybride d'un véhicule automobile. Ladite chaîne cinématique hybride comporte un moteur à combustion interne (VM) muni d'un arbre de commande (2), une boîte de vitesses automatique (G) munie d'au moins un arbre d'entrée (GE) et un moteur électrique (EM) pouvant fonctionner en tant que moteur et en tant que générateur et muni d'un rotor (3), qui peut être relié, par l'intermédiaire d'un embrayage de coupure automatisé (K1), à l'arbre de commande (2) du moteur à combustion interne (VM), et qui est relié à l'arbre d'entrée (GE) de la boîte de vitesses (G). Le moteur à combustion interne (VM) est mis en service pendant le fonctionnement en mode électrique suite à une demande de passage au fonctionnement en mode à combustion interne ou hybride à un faible intervalle de temps d'un changement de vitesse imminent de la boîte de vitesses (G). L'invention vise à prendre en considération les conditions de base temporelles lors de la mise en service du moteur à combustion interne. A cet effet, la durée de mise en service du moteur à combustion interne (ΔtVM_ZS), l'intervalle de temps avant le début de la mise en service (ΔtS_0) et la durée maximale éventuelle d'un fonctionnement en mode électrique continu (ΔtEF_max) sont déterminés et il est décidé, en fonction de ces intervalles de temps (ΔtVM_ZS, ΔtS_0, ΔtEF_max), si la mise en service du moteur à combustion interne (VM) se produit avant, pendant ou après le changement de vitesse prévu.
PCT/EP2012/054852 2011-05-09 2012-03-20 Procédé de commande d'une chaîne cinématique hybride d'un véhicule automobile Ceased WO2012152490A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP12710228.3A EP2707237A1 (fr) 2011-05-09 2012-03-20 Procédé de commande d'une chaîne cinématique hybride d'un véhicule automobile

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011075512.8 2011-05-09
DE102011075512A DE102011075512A1 (de) 2011-05-09 2011-05-09 Verfahren zur Steuerung eines Hybridantriebsstrangs eines Kraftfahrzeugs

Publications (1)

Publication Number Publication Date
WO2012152490A1 true WO2012152490A1 (fr) 2012-11-15

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2012/054852 Ceased WO2012152490A1 (fr) 2011-05-09 2012-03-20 Procédé de commande d'une chaîne cinématique hybride d'un véhicule automobile

Country Status (3)

Country Link
EP (1) EP2707237A1 (fr)
DE (1) DE102011075512A1 (fr)
WO (1) WO2012152490A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE541273C2 (en) * 2016-06-15 2019-06-04 Scania Cv Ab Starting an Internal Combustion Engine in a Parallel Hybrid Powertrain
CN110382274A (zh) * 2017-08-23 2019-10-25 宝马股份公司 混合动力总成中的冲击起动
CN111547042A (zh) * 2019-02-12 2020-08-18 腓特烈斯港齿轮工厂股份公司 用于运行机动车的驱动传动系的方法和控制单元

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE541413C2 (en) * 2016-06-15 2019-09-24 Scania Cv Ab Starting an Internal Combustion Engine in a Parallel Hybrid Powertrain
FR3140335A1 (fr) * 2022-10-04 2024-04-05 Psa Automobiles Sa Procédé de démarrage automatique d’un moteur à combustion interne en passage de rapport montant

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EP0922600A2 (fr) * 1997-12-12 1999-06-16 Toyota Jidosha Kabushiki Kaisha Procédé de commande d'un véhicule hybride pendant le démarrage du moteur à combustion
EP1762417A1 (fr) 2005-09-08 2007-03-14 Nissan Motor Ltd. Dispositif de commande du démarrage d'un moteur
EP1859982A2 (fr) * 2006-05-02 2007-11-28 Nissan Motor Co., Ltd. Commande de vitesse
US20080195266A1 (en) * 2005-03-01 2008-08-14 Peugeot Citroen Automobiles Sa Speed Ratio Shift Method
DE102007045366A1 (de) 2007-09-22 2009-04-02 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Antriebsstrangs

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US6988976B2 (en) * 2004-03-19 2006-01-24 Ford Global Technologies, Llc Control of transmission shift points for hybrid vehicle having primary and secondary power sources
DE102006054740A1 (de) * 2006-11-21 2008-06-12 Dr.Ing.H.C. F. Porsche Ag Verfahren und Vorrichtung zum Zuschalten eines Verbrennungsmotors in einem Hybrid-Fahrzeugantrieb
DE102008002383A1 (de) * 2008-06-12 2009-12-17 Zf Friedrichshafen Ag Verfahren zur Steuerung eines Hybridantriebsstrangs
DE102010045158A1 (de) * 2010-09-11 2011-05-12 Daimler Ag Hybridantriebssteuervorrichtung

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0922600A2 (fr) * 1997-12-12 1999-06-16 Toyota Jidosha Kabushiki Kaisha Procédé de commande d'un véhicule hybride pendant le démarrage du moteur à combustion
US20080195266A1 (en) * 2005-03-01 2008-08-14 Peugeot Citroen Automobiles Sa Speed Ratio Shift Method
EP1762417A1 (fr) 2005-09-08 2007-03-14 Nissan Motor Ltd. Dispositif de commande du démarrage d'un moteur
EP1859982A2 (fr) * 2006-05-02 2007-11-28 Nissan Motor Co., Ltd. Commande de vitesse
DE102007045366A1 (de) 2007-09-22 2009-04-02 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Antriebsstrangs

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE541273C2 (en) * 2016-06-15 2019-06-04 Scania Cv Ab Starting an Internal Combustion Engine in a Parallel Hybrid Powertrain
CN110382274A (zh) * 2017-08-23 2019-10-25 宝马股份公司 混合动力总成中的冲击起动
CN110382274B (zh) * 2017-08-23 2022-09-13 宝马股份公司 混合动力总成中的冲击起动
CN111547042A (zh) * 2019-02-12 2020-08-18 腓特烈斯港齿轮工厂股份公司 用于运行机动车的驱动传动系的方法和控制单元
CN111547042B (zh) * 2019-02-12 2024-02-02 腓特烈斯港齿轮工厂股份公司 用于运行机动车的驱动传动系的方法和控制单元

Also Published As

Publication number Publication date
DE102011075512A1 (de) 2012-11-15
EP2707237A1 (fr) 2014-03-19

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