• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for starting an internal combustion engine (1) of a hybrid vehicle during at least one purely electric drive mode, wherein in at least one phase of starting a between the internal combustion engine (1) and an electric machine (3) arranged separating clutch (2) at least partially closed and the internal combustion engine (1) by the electric machine (3) is entrained. In order to enable a smooth start of the internal combustion engine (1) in a hybrid vehicle, in particular while driving, it is provided that the torque fluctuations occurring on at least one drive wheel (7) during towing of the internal combustion engine (1) by means of a drive train model (9 ) - preferably continuously - calculated and predicted for the entire Mitschleppvorgang the internal combustion engine (1), and that the torque fluctuations occurring on the basis of the predicted torque fluctuations actively by at least one opposing correction torque (MKorr) at least reduced, preferably eliminated.
    公开号:AT515103A4
    申请号:T50367/2014
    申请日:2014-05-23
    公开日:2015-06-15
    发明作者:Benny Locker；Evgeny Dr Korsunsky
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a method for starting an internal combustion engine of a hybrid vehicle during at least one purely electric drive mode, wherein in at least one phase of starting a arranged between the internal combustion engine and an electric machine clutch is at least partially closed and the internal combustion engine is dragged by the electric machine.
    By using the hybrid functions (stop / start, recuperation, load point increase or the like) an energy-efficient operation can be achieved. In hybrid vehicles, which have an internal combustion engine and at least one electric machine as drive machines, the internal combustion engine is frequently stopped at standstill and during a purely electric drive.
    In order to ensure a constant torque on the wheel during the hybrid start, that is starting the internal combustion engine by means of the electric drive machine of a parallel-hybrid drive having an internal combustion engine and at least one electric machine, two solutions are known: • Bringing a second clutch built into the drive train into slippage , as described for example in DE 10 2006 034 937 Al. In this case, prior to starting the internal combustion engine, the torque conducted by the electric motor into the drive train is increased such that only the current desired torque is introduced into the transmission input. By driving a first clutch connecting the internal combustion engine with the electric motor, excess torque is withdrawn from the drive train and introduced into the internal combustion engine for its acceleration. Upon reaching its starting speed of the engine is ignited. To reduce the transmission of torque to the transmission input, a second clutch connecting the electric motor to the transmission is activated such that only the current desired torque is introduced into the transmission input. • Change in the transmission ratio, as explained for example in DE 10 2011 002 742 Al. In this case, to start the Verbennungsmotors switched between the engine and electric machine clutch is at least partially closed and the engine übetr the electric machine towed. Parallel to starting the Verbennungsmotors is started with the execution of a downshift in the manual when a speed of the Verbennungsmotors reaches or exceeds an applicable limit. For both of these solutions, an automatic transmission, for example, CVT, dual-clutch transmission, or the like, is needed. For a manually operated transmission these solutions are not usable because the second clutch and the gear ratio are manipulated by the driver.
    From DE 10 2011 109 353 Al a method for operating a trackless land vehicle with an internal combustion engine and a gear for selecting different ratios gearbox is known, which is coupled on the input side by means of at least one clutch to an output shaft of the internal combustion engine and the output side connected to the drive wheels of the land vehicle , In a sailing operation of the land vehicle in which the land vehicle rolls with the combustion engine switched off and the clutch disengaged, the internal combustion engine is towed by closing the clutch. The towing process of the internal combustion engine includes the following steps: In a first step, the clutch is controlled from its open state with a first torque gradient at least as far closed until its clutch torque exceeds the drag torque of the internal combustion engine. In a second method step, the clutch is closed with a second torque gradient at least until the speed of the internal combustion engine exceeds a resonance speed of a two-mass flywheel arranged between the clutch and the output shaft of the internal combustion engine. In a third step, the clutch is fully closed in a controlled manner so that the speed of the internal combustion engine of the input-side speed of the transmission is smoothly adjusted.
    DE 198 14 402 A1 describes a drive system for a motor vehicle with an internal combustion engine and at least one electric machine, wherein the
    Start-up phase of the vehicle runs so that the vehicle is initially accelerated solely by the electric machine, the engine is started meanwhile and then takes over the drive of the vehicle. A jerky coupling of the internal combustion engine is to be avoided by the fact that the internal combustion engine, while the electric machine accelerates the vehicle is entrained, or the engine is rotated in decoupled from the drive state for the purpose of starting and coupled at synchronous speed to the drive. Torque fluctuations occurring during towing the internal combustion engine are actively reduced by opposing torques which are applied by an electric machine. In particular, the opposing torques are applied by the electric machine driving the vehicle and thereby superimposed on the driving moment.
    Furthermore, from DE 10 2006 047 655 Al a method for operating a parallel hybrid drive of a vehicle with an electric machine and a Verbennungsmotor known, wherein in the driving state of the vehicle, a start of the engine by means of the electric machine by closing a clutch is performed.Dabei At least one operating variable of the parallel hybrid drive is detected and compared with a corresponding model operating variable of a model of the parallel hybrid drive, wherein the model does not include the internal combustion engine. The difference between the measured and the calculated size of the model is used as the controller input. A deviation resulting from the comparison of the electrical machine is thus at least partially compensated. A predicted approach is not intended.
    The object of the invention is to avoid the disadvantages mentioned and to allow a hybrid vehicle in a simple way a smooth start of the engine - especially while driving. In particular, this should also be possible when using a manual gearbox.
    According to the invention, this is achieved in that the torque fluctuations occurring on at least one drive wheel during towing of the internal combustion engine are - preferably continuously - calculated and predicted for the entire entraining process of the internal combustion engine, and that the torque fluctuations occurring on the basis of the predicted torque fluctuations active by at least an opposing torque is at least reduced, preferably eliminated.
    Preferably, the opposing torque is applied by at least one electric machine.
    The powertrain model, preferably based on a two- or multi-mass model, uses as input variables the torques of the electric machine, the internal combustion engine and / or the clutch torque and calculates as output a predicted differential speed between the electric machine and at least one drive wheel of the vehicle, with possible speed ratios between electrical machine and the drive wheel are taken into account. The differential speed forms a regulator input of an anti-jerk controller whose controller output provides the reverse torque.
    The clutch torque is modeled according to the slipping or non-slipping clutch condition.
    To reduce driveline model inaccuracies, the model output may also be delayed by a predefined prediction horizon and compared to a measured magnitude, and error correction of the powertrain model may be performed based on the deviation.
    The model output is delayed due to dead times prevailing in the system, for example by communication. These dead times must be known. Then the model size is delayed with the dead time, so that the model size can be compared with the true measured size. Due to this difference, the model is adapted.
    In order to prevent a reduction of the torque at the drive wheel during the starting process, it is particularly advantageous if the
    Clutch torque of the clutch during the starting of the internal combustion engine is predicted as long as the clutch is in the slip, and that on the basis of the predicted clutch torque, the torque of the electric machine is piloted. In particular, the torque of the electric machine is increased by the predicted maximum clutch torque of the separating clutch.
    With the method according to the invention, very small starting times of the internal combustion engine can be achieved - measured between initiation until the time the drive is taken over by the internal combustion engine. Due to the implicit error correction, the method has a high robustness against disturbance variables.
    This torsional vibrations in the drive train can be largely reduced or even avoided.
    In order to start the internal combustion engine during a purely electric drive, the separating clutch, which is located between the internal combustion engine and the electric machine, is closed in a defined manner. The closing process of the separating clutch can be subdivided into the following three phases:
    First phase (clutch pulse): In the first phase, the clutch is closed pulsed and partially reopened. During this time, the internal combustion engine is to be accelerated to an ignitable speed (about 300 rpm). For this to happen, the transmitted clutch torque must be greater than the drag torque of the internal combustion engine. Basically, the higher the transmitted clutch torque, the faster the engine reaches an ignitable speed.
    Second phase (slipping clutch / speed synchronization): In the second phase, the separating clutch is operated in the slip until the speed of the internal combustion engine has reached approximately the speed of the electric machine. The clutch remains partially closed to speed up the synchronization process,
    Third phase (complete closing of the separating clutch): If the differential speed between the internal combustion engine and the electric machine is less than or equal to an applicable parameter, the separating clutch is completely closed. So that the wheel torque in this period corresponds to the driver's request and no / hardly torsional vibrations are induced in the drive train, a control / regulation concept is necessary.
    The invention thus has the following aspects: 1.) Pilot control of the electrical machine
    The clutch torque of the clutch is controlled by the electric machine, as long as the clutch slips. Background: When the clutch is closed and slipping, the clutch transmits its maximum torque depending on its closing force in the direction of negative speed gradient, ie in the direction of the internal combustion engine. If this is not counteracted, the wheel torque would decrease. Remedy: Pilot control of the clutch torque via the electric motor.
    Approach: If the clutch characteristic and the transfer function of the disconnect clutch are known, the transmitted clutch torque can be predicted (predicted) as long as the clutch is in slip. If you know the clutch torque, you can pilot this with the help of the electric machine. This ensures that the wheel torque corresponds to the driver's request.
    Inaccuracies in the clutch model (clutch characteristic + transfer function) and wear of the clutch can cause the electric machine to control a wrong torque. This would lead to driveline vibrations. To counteract this effect, a predicted anti-jerk controller is active in parallel to the pre-control of the clutch torque.
    This can be used in the first and second phases of the starting process. 2.) Predictive anti-jerk control
    The predicted anti-jerk control serves to avoid / reduce longitudinal vibrations of the vehicle. Background: When the torque in the powertrain changes with high gradient, torsional vibrations are induced in the driveline. The drive motor oscillates against the reduced mass inertia of the wheel and body. These torsional vibrations manifest themselves to the vehicle occupants in longitudinal vibrations of the vehicle.
    Remedy: Predictive anti-jerk control
    Approach: An indicator of the jerk is the differential speed between drive wheel and drive motor (electric machine). More precisely, the difference speed is proportional to the jerk. Thus, it makes sense to use the differential speed as a controller input. So that the torsional vibrations can be eliminated as early as possible in the approach, a predicted control is appropriate. To realize this, it is necessary to include a model of the drive train in the control unit. This model is a two- or multi-mass oscillator. Depending on the complexity, this model uses as input variables: the torque of the electric machine, the internal combustion engine and / or the clutch torque and delivers as output the estimated differential speed between the electric motor and the wheel. If all inputs and states of the model are known at the time k = n, then the movement (differential speed) of the drive train can be predicted for the time k = n + j (j:
    Prediction horizon). This predicted motion is used as a controller input.
    Thus, with the help of the model, the jerk can be greatly reduced because it is predicted. This opposing torque is provided by the electric machine because it has a very fast response. However, it is also conceivable to apply the counter-directed torque via the internal combustion engine.
    Depending on the model (two or more mass oscillators), the currently transmitted disconnect clutch torque is required as input for the model. If this quantity is not provided by any of the controllers (e.g., the transmission controller), this quantity may be calculated via one of the state or output variables of the mass modifier model. For this purpose, one of the angular speeds (internal combustion engine, electric machine, drive wheel) is used and differentiated. By simple equations of motion then the disconnect torque can be estimated. This estimated disconnect torque is then used as input to the powertrain motion model.
    The powertrain model is preferably linear to reduce complexity and computational effort. The powertrain itself is nonlinear, however. In addition, the estimated clutch torque of the disconnect clutch is used as an input to the powertrain model. In order to reduce the model inaccuracies, an adaptation of the drive train model is made. For this purpose, the model output is delayed by the prediction horizon (j * sampling time) and then compared with the measured quantity. The powertrain model is adapted via this calculated model error.
    The predictive anti-jerk control with adaptation of the powertrain model can be used in the first, second and / or third phases of the starting process.
    The invention will be explained in more detail with reference to the figures.
    Show it
    1 shows schematically a drive train for carrying out the method according to the invention,
    2a shows the qualitative course without control of the torque of the internal combustion engine and the electric machine during a pulse start,
    2b shows the course of the maximum transferable clutch torque of the separating clutch during a pulse start,
    2c the course of the angular velocity of the internal combustion engine and the electric machine during a pulse start,
    3a shows the simulated curves of the torques of the internal combustion engine and the electric machine, and the clutch torque of the clutch during a pulse start, without anti-jerk control or,
    3b shows the simulated course of the vehicle longitudinal acceleration during a pulse start, without anti-jerk control or,
    3 c shows the simulated curves of the rotational speeds of the internal combustion engine and of the electric machine during a pulse start, without anti-jerk regulation or control;
    4 shows a model of the drive train,
    Fig. 5 shows the overall structure of the control of the hybrid powertrain and
    6a shows a comparison of the simulated courses of the torques of the electrical machine during a pulse start, with and without anti-jerk control or control,
    6b shows a comparison of the simulated courses of the
    Vehicle longitudinal acceleration during a pulse start, with and without anti-jerk control
    6c shows a comparison of the simulated progressions of the rotational speeds of the electric machine during a pulse start, with and without anti-jerk control.
    1 shows a parallel hybrid drive train 8 of a vehicle with an internal combustion engine 1, a separating clutch 2, an electric machine 3, a starting clutch 4, a transmission 5, and a differential 6, which acts on drive wheels 7. In purely electric drive of the vehicle by the electric machine 3, the separating clutch 2 is opened and the internal combustion engine 1 is deactivated.
    If the internal combustion engine 1 is started by the electric machine 3, for example during a drive driven purely electrically, then the starting process takes place in the following three phases I, II, III, as shown in FIG. 2:
    First phase I: (clutch pulse): In the first phase I, the separating clutch 2 is closed like a pulse and then partly opened again. During this time, the internal combustion engine 1 is to be accelerated to an ignitable rotational speed (about 300 rpm) or angular velocity coz. For this to happen, the transmitted clutch torque MTK must be greater than the drag torque MVk of the internal combustion engine 1. Basically, the higher the transmitted clutch torque MTk, the faster the internal combustion engine 1 reaches an ignitable speed.
    Second phase II: (slipping separating clutch 2 / speed synchronization): In the second phase II, the separating clutch 2 is operated in the slip until the rotational speed of the internal combustion engine 1 has approximately reached the rotational speed of the electric machine 3. The separating clutch 2 remains partially closed in order to accelerate the synchronization process,
    Third phase III (complete closing of the separating clutch 2): If the differential rotational speed between the internal combustion engine 1 and the electric machine 3 is less than or equal to an applicable parameter, the separating clutch 2 is completely closed. In order for the wheel torque in this period to correspond to the desired drive torque MF specified by the driver and for no / hardly torsional vibrations to be induced in the drive train, a control / regulation concept is necessary.
    In Fig. 3, a hybrid start without anti-jerk control / regulation is simulated, wherein in Fig. 3a, the torque MVm of the internal combustion engine 1, the torque MEm of the electric machine 3 and the clutch torque MTK of the clutch 2 are plotted against the time t. In Fig. 3b, the course of the vehicle longitudinal acceleration a and in Fig. 3c, the curves of the speed nVM of
    Internal combustion engine 1, the speed nEM of the electric machine 3, and the Übersetzungsverhätnisbreinigten speed n wheel shown.
    4 shows a replacement model 9 (drive train model) of the drive train 8, which is based on the following state space model from equations of motion:
    jc (0) = jc0 where with cpvM ··· the rotation angle of the crankshaft of the internal combustion engine 1 covM --- the angular velocity of the crankshaft of the internal combustion engine 1 JvM --- the moment of inertia of the internal combustion engine 1 Ψεμ ··· the rotation angle of the rotor of the electric machine 3 coEM ... the angular velocity of the rotor of the electric machine 3 JEM ... the mass moment of inertia of the electric machine 3 cpRad -.- the angle of rotation of a drive wheel 7 of the vehicle coRad -.- the angular velocity of a drive wheel 7 of the vehicle J2 ... the Mass moment of inertia of a drive wheel 7 of the vehicle ig ... the reduced mass moment of inertia of the transmission 5 c. ..a first spring constant of the drive train 8 d. ..a first damping constant of the drive train 8 c2 ... a second spring constant of the drive train 8 d2 ... a second damping constant of the drive train 8 * 0 ... the excitation in the x-direction (vehicle longitudinal direction) y ... the excitation in one y direction (transverse to the vehicle longitudinal axis) is designated.
    In Fig. 5, the overall structure of the control is shown schematically. The driver 10 sets a desired drive torque MF. 11, the desired drive torque MF is divided into a drive torque MVm of the internal combustion engine 1 and a drive torque Mem of the electric machine 3.
    The inventive method provides two mechanisms to enable a smooth start of the internal combustion engine: feedforward control and anti-jerk control. 1.) pilot control
    In a pulse start of the internal combustion engine, the clutch torque MTK of the clutch 2 is pre-controlled via the electric machine 3, as long as the clutch 2 slips. When the separating clutch 2 is closed and the internal combustion engine 1 can not yet deliver torque MVm (since not yet ignited), the separating clutch 2 transmits its maximum torque MTk (as a function of the closing force) in the direction of the internal combustion engine 1. If this is not counteracted, it would reduce the torque MRad of the drive wheel 7. To avoid this, the clutch torque MTK is pre-controlled via the electric machine 3, by requesting a pre-control torque MTKv via the pilot control 15. This can - if the clutch characteristic and the transfer function of the clutch 2 are known - done by the fact that the transmitted clutch torque MTk of the clutch 2 is predicted, as long as the clutch 2 is in slip. If one knows the clutch torque MTk of the separating clutch 2, this can be pre-controlled with the aid of the electric machine 3. This ensures that the wheel torque MRaci approximately corresponds to the driver's desired torque MF.
    However, inaccuracies in the clutch model 12 (clutch characteristic + transfer function) and wear phenomena of the disconnect clutch 2 can lead to the electric machine 3 pre-controlling a false torque. This would lead to driveline vibrations. In order to counteract this effect, a predicted anti-jerk regulator 13 is active in parallel to the precontrol of the clutch torque 2. The anti-jerk governor 13 uses the aforementioned drivetrain model 9, as well as a mathematical clutch model 12 for calculating the clutch torque MTK of the disconnect clutch 2, for example a two-or multi-mass model.
    The pilot control of the clutch torque can be used in the coupling phases 1 and 2. 2.) Predictive anti-jerk control
    The predicted anti-jerk control is performed to avoid or prevent longitudinal vibrations of the vehicle along the longitudinal axis x. Change the torques in the drive train 8 with high gradient, be
    Torsional vibrations induced in the drive train 8. The drive motor (electric machine 3) oscillates against the reduced mass inertia of the drive wheel 7 and the body. These torsional vibrations manifest themselves to the vehicle occupants in longitudinal vibrations (jerking) of the vehicle.
    An indicator of the jerk is the differential speed AnEM-> wheel between the drive wheel and the electric machine 3, where the differential speed ÄnEM-> Rad is proportional to the jerk. Thus, it makes sense to use the differential speed AnEM-> Rad as a controller input to the anti-jerk governor 13. So that the torsional vibrations can be eliminated as early as possible in the approach, a predicted control is performed in the inventive method. To realize this, it is necessary to include a powertrain model 9 in the control unit 14. This powertrain model 9 is essentially a two-or multi-mass oscillator and uses - depending on the complexity - as input variables the torque Mem of the electric machine 3, the torque MVm of the internal combustion engine 1, and / or the clutch torque MTK of the clutch TK and provides as output - total translated ratio-estimated predicted differential speed ΔEM-> wheel or predicted differential angular velocity AcoEM-> wheel between electric machine 3 and drive wheel 7. If all input variables and states of the drive model 9 are known at time k = n, then the movement (predicted differential speed ΔηΕΜ > wheel or predicted differential angular velocity AcoEM-> Rad) of the drive train 8 for the time k = n + j are predicted (j: prediction horizon). This predicted movement (predicted differential speed ÄnEM-> Rad or predicted differential angular velocity ÄcoEM-> Rad) is used as a controller input to the anti-jerk controller 13.
    Thus, with the help of the powertrain model 9, the jerk can be greatly reduced since it is predicted. This opposing correction torque MKorr is presented via the electric machine 3 because it has a very fast response. But it is also conceivable over the internal combustion engine 1, the counter-directed correction torque ΜΚοπ-apply.
    Depending on the powertrain model 9 (two or more mass oscillator), the currently transmitted clutch torque MTK of the separating clutch 2 as an input to the
    Powertrain model 9 required. If this quantity is not provided by any of the controllers (e.g., the transmission controller), that quantity may be calculated via one of the state or output variables of the clutch model 12 formed by a mass swing model. For this purpose, one of the angular velocities coVm, coem, coRad of the internal combustion engine 1, the electric machine 3 or the drive wheel 7 is used and differentiated. By way of equations of motion, the clutch torque MTk of the separating clutch 2 can then be estimated. This estimated clutch torque MTK of the clutch 2 is then used as an input to the driveline model 9.
    The powertrain model 9 is linear. The drive train 8 per se, however, is non-linear. In addition, the estimated clutch torque MTK of the disconnect clutch 2 is used as an input to the drive model 9. To reduce the model inaccuracies, an adaptation of the drive train model 9 is made (reference: Luenberger observer 16). For this purpose, the model output variable (predicted differential rotational speed AnEM-> Rad or predicted differential angular velocity AcoEM-> Rad) in the deadtime element 17 is delayed by the prediction horizon (j * sampling time) and then with the measured variable (actual differential rotational speed ÄnEM-> Rad, akt or differential angular velocity ΔωΕΜ-> Rad, a kt). The powertrain model 9 is adapted via these calculated model errors.
    The occurring torque fluctuations on the basis of the predicted torque fluctuations can thus be actively reduced by at least one opposing torque at least, preferably eliminated.
    The predicted anti-jerk control with adaptation of the powertrain model 9 can be applied in phases I, II, and / or III.
    In the case of a pulse start of the internal combustion engine 1 by the electric machine 3, the torque fluctuations occurring during towing the internal combustion engine 1 are calculated by means of the drive train model 9 and predicted for the entire Mitschleppvorgang the internal combustion engine 1. The driveline model 9 uses as inputs the torque Mem of the electric machine 3 and the clutch torque MTK of the clutch 2, wherein the clutch torque MTK. the separating clutch 2 is calculated by means of a clutch model 12 on the basis of the torque MEm of the electric machine 3 and the longitudinal excitation xk + j determined by the drive train model 9 at the time k + j. As a starting point that says
    Drivetrain model 9 - a predicted differential speed AnEM-> Rad or a predicted differential angular velocity ÄcoEM-> Rad between the electric machine 3 and at least one drive wheel 7 adjusted for the overall transmission ratio between electric machine 3 and drive wheel 7. The predicted differential speed AnEM- > Rad or the predicted differential angular velocity AcoEM-> Rad is fed to the controller 13, which calculates therefrom a correction torque MKorr which is opposite to the torque fluctuations occurring during towing of the internal combustion engine 1.
    To reduce inaccuracies of the powertrain model 9, the model output predictive differential speed AnEM.> Rad or a predicted differential angular velocity AcoEM-> Rad is delayed by a predefined prediction horizon j and a predicted differential speed AnEM.> Rad or a predicted differential angular velocity AcoEM > wheel, act compared and based on the deviation made an error correction of the powertrain model 9.
    Further, a reduction of the torque MRad at the drive wheel 7 during the starting operation can be prevented when the clutch torque MTK of the disconnect clutch 2 is predicted during starting of the engine 1 as long as the disconnect clutch 2 is in slippage and based on the predicted clutch torque MTk the torque of the electric machine 3 is pre-controlled, wherein, for example, the torque Mem of the electric machine 3 is increased by the predicted maximum clutch torque MTk of the separating clutch 2. As a result, a reduction in the torque at the drive wheel 7 can be compensated by torque flow to the internal combustion engine 1.
    In FIG. 6, a pulse start with anti-jerk control or control 13 is compared with a pulse start without anti-jerk control or control 14, the torque MEm of the electric machine 3, in each case in FIG. 6b, the vehicle longitudinal acceleration a and in Fig. 6c, the rotational speed nEM of the electric machine 3 over the time t is plotted. The dotted line shows the course without anti-jerk control, the solid line with predicted anti-jerk control. It can clearly be seen in FIG. 6b that the vehicle longitudinal acceleration a can be substantially reduced with the inventive predicted anti-jerk control 13.
    权利要求:
    Claims (8)
    [1]
    1. A method for starting an internal combustion engine (1) of a hybrid vehicle during at least one purely electric drive mode, wherein in at least one phase of starting between the internal combustion engine (1) and an electric machine (3) arranged separating clutch (2) at least partially closed and the internal combustion engine (1) is entrained by the electric machine (3), characterized in that the torque fluctuations occurring when the internal combustion engine (1) is being towed on at least one drive wheel (7) are calculated by means of a drive train model (9) - preferably continuously - and for the Predictably predicted overall Entrainment of the internal combustion engine (1), and that the torque fluctuations occurring on the basis of the predicted torque fluctuations actively by at least one opposing correction torque (MKOrr) at least reduced, preferably eliminated.
    [2]
    2. The method according to claim 1, characterized in that the opposing torque of at least one electric machine (3) is applied.
    [3]
    3. The method according to claim 1 or 2, characterized in that the - preferably based on a two- or multi-mass model - driveline model (9) as input at least one variable from the group torque (Mem, MVm) of the electric machine (3), torque (MVm) of the internal combustion engine (1) and clutch torque (MTk) of the disconnect clutch (2) is used and as output a predicted differential speed (AnEM-> Rad) or a predicted differential angular velocity (AcoEM-> Rad) between the electric machine (3 ) and at least one drive wheel (7) of the vehicle.
    [4]
    4. Method according to claim 3, characterized in that the predicted differential speed (AnEM.> Rad) or the predicted differential angular velocity (AcoEM-> Rad) forms a regulator input of an anti-jerk controller (13) whose controller output is the opposite one Correction torque (MKOrr) returns.
    [5]
    5. The method according to claim 3 or 4, characterized in that the clutch torque (MTK) of the separating clutch (2) by means of a mathematical coupling model (12), preferably a two- or multi-mass model is calculated.
    [6]
    6. The method according to any one of claims 1 to 5, characterized in that to reduce inaccuracies of the powertrain model (9) the model output by a predefined prediction horizon (j) delayed and compared with a measured size and on the basis of the deviation error correction of the powertrain model (9).
    [7]
    7. The method according to any one of claims 1 to 6, characterized in that the clutch torque (MTK) of the separating clutch (2) during the starting of the internal combustion engine (1) is predicted, as long as the separating clutch (2) is in slip, and that on the basis of the predicted clutch torque (MTk), the torque (MEm) of the electric machine (2) is precontrolled.
    [8]
    8. The method according to any one of claims 1 to 7, characterized in that in a first phase (I) between the internal combustion engine (1) and at least one electric machine (3) arranged separating clutch (2) closed pulse-shaped and partially reopened, in a second phase (II) the separating clutch (2) is operated in the slip until the rotational speed (nVivi) of the internal combustion engine (1) has reached at least approximately the rotational speed (πΕμ) of the electric machine (3), and in a third phase (III ) the separating clutch (2) is completely closed. 2014 05 23 Fu
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50367/2014A|AT515103B1|2014-05-23|2014-05-23|METHOD FOR STARTING AN INTERNAL COMBUSTION ENGINE|ATA50367/2014A| AT515103B1|2014-05-23|2014-05-23|METHOD FOR STARTING AN INTERNAL COMBUSTION ENGINE|
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