US 9,175,633 B2Granted

Engine starting method

AssigneeDr. Ing. h.c. F. Porsche Aktiengesellschaft

InventorsNils Sauvlet, Markus Oel, Joerg-Michael Birkhold

Life of this patent

Estimating the term…

Loading patent…

Abstract

A motor vehicle has an internal combustion engine and at least one electric motor as a drive motor arranged on a common shaft. The internal combustion engine and/or the electric motor can introduce torque into a transmission downstream in the drivetrain, and a separating clutch is provided between the internal combustion engine and the electric motor. The method increases torque of the electric machine, increasing the rotational speed of the electric machine and setting slip conditions at a clutch of the downstream transmission, engaging the separating clutch to a torque between the reserve torque of the electric motor and the maximum transmissible torque, reducing the transmissible torque of the separating clutch when the rotational speed of the internal combustion engine has reached the ignition rotational speed, ending the slip conditions of the at least one clutch of the downstream transmission, ending the increase of the torque of the electric motor.

Claims7

Dependent claims

An engine starting method for an internal combustion engine of a motor vehicle having an internal combustion engine and having at least one electric motor as a drive motor, wherein the internal combustion engine and the electric motor are arranged on a common shaft, wherein the internal combustion engine and/or the electric motor can introduce torque into a transmission arranged downstream in the drivetrain, and a separating clutch is provided between the internal combustion engine and the electric motor, having the steps:

a. increasing the torque of the electric motor,
b. increasing the rotational speed of the electric motor and setting slip conditions at least one clutch of the downstream transmission,
c. engaging the separating clutch to a transmissible torque greater than a reserve torque of the electric motor and no greater than a maximum transmissible torque, thereby decreasing the rotational speed of the electric motor and increasing a rotational speed of the internal combustion engine,
d. reducing the transmissible torque of the separating clutch while maintaining the rotational speed of the electric motor constant when the rotational speed of the internal combustion engine has at least substantially reached the ignition rotational speed,
e. starting the internal combustion engine, disengaging the separating clutch, and ending the slip conditions of the at least one clutch of the downstream transmission,
f. ending the increase of the torque of the electric motor when starting the internal combustion engine, and
g. closing the separating clutch when the rotational speed of the internal combustion engine equals the rotational speed of the electric motor.

4 more elements

Dependencies are inferred from the claim text.

Facts

Application: 13/847,665Filed 20 Mar 2013
Priority: DE 10 2012 102 34220 Mar 2012
Published: US 2013/0247870 A126 Sep 2013
Granted: 3 Nov 2015
Term ends: Not estimatedThe source records don’t support an estimate.

Classification17 codes

F02D 45/00
Electrical control not provided for in groups f02d41/00 - f02d43/00
B60K 6/48
Characterised by the architecture of the hybrid electric vehicle: parallel type
B60W 10/02
Conjoint control of vehicle sub-units of different type or different function: including control of driveline clutches
B60W 10/06
Including control of propulsion units: including control of combustion engines