CN101298249A - 在混合动力系统中控制发动机重新起动的方法和装置 - Google Patents

在混合动力系统中控制发动机重新起动的方法和装置 Download PDF

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CN101298249A
CN101298249A CNA2008100928486A CN200810092848A CN101298249A CN 101298249 A CN101298249 A CN 101298249A CN A2008100928486 A CNA2008100928486 A CN A2008100928486A CN 200810092848 A CN200810092848 A CN 200810092848A CN 101298249 A CN101298249 A CN 101298249A
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engine
moment
torsion
driving engine
motor
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CN101298249B (zh
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B·R·斯奈德
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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Abstract

提供一种在行进的车辆运行期间重新起动混动动力系统的内燃机的控制策略。该方法包括从电机中产生扭矩输出来旋转该发动机，并且确定发动机开动扭矩。从电机产生的扭矩输出基于发动机开动扭矩可选择地进行控制。当发动机的转速超过一个阈值时，该发动机点火。基于当前发动机运行情况，发动机扭矩模拟模型精确地确定实时发动机压缩压力以适应发动机运行的改变。

Description

在混合动力系统中控制发动机重新起动的方法和装置
技术领域
[0001]本发明通常涉及采用机电变速器的用于动力控制系统的控制系统。
背景技术
[0002]混合动力结构包括扭矩产生装置，其包括内燃机和电机，通过传动装置传送扭矩到车辆动力传动系统中。通过在行进车辆运行期间在适当时机关闭发动机，混合动力结构通过对发动机操作来降低燃料消耗，在包括许多工况情况下，诸如车辆停止在轻载或者交通堵塞，或者当车辆运行在高速公路的下坡部分中。动力结构包括，例如，可控制和机械化的发动机和变速器系统，以关闭发动机的传动系统，并且通过交流电动机利用皮带传送来重新起动该发动机，这通常称为皮带交流电动机-起动机(BAS)装置。其它动力结构包括发动机和传动系统，其中一个或多个电机产生动力扭矩，其直接或者通过变速器传送到车辆动力传动系统。
[0003]这样一种变速器包括双模式，复合-分配，机电变速器，其利用输入部件，以从最初的推进动力源中接收动力扭矩，通常为内燃机，和输出部件，以从变速器中传送动力扭矩到车辆动力传送系统中。电机，其可操作地连接到电能存储装置上，其包括可操作来产生动力扭矩以输入到变速器的电动机/发电机，该动力扭矩独立于从内燃机的扭矩输入。该电机还包括可操作地转换通过车辆动力传动系统传送的车辆动能为可储存在电能存储装置中的电能电势。控制系统监控从车辆和操作者的不同输入并且提供动力系统的可运行控制，包括控制变速器齿轮变速，控制扭矩产生装置，和调节在电能存储装置和电机之间的电能的交换。
[0004]该示例的机电变速器以固定档位模式和连续可变模式，通过扭矩-转换离合器的致动可选择地进行操作，通常采用液压回路来影响离合器致动，包括固定档位模式和连续可变模式。具有机电变速器的操作执行动力系统与实施控制策略一起作用来监控系统装置和控制多个系统和致动器的运行，以有效控制动力传动系统的运行。
[0005]动力系统的运行包括有选择地起动和停止内燃机的运行。发动机的起动可以是操纵者-起动，其中车辆操纵者通过接通和开动作用起动该发动机。发动机的起动还包括在前进的车辆运行期间的自动的发动机再起动事件，其中发动机由控制系统自动起动。这可响应于操作者的动作，例如顶端点击加速踏板，或者响应于控制系统的需要确定来起动发动机并且称为静态的自动起动事件。该控制系统有选择地起动和停止内燃机的运行以最优化能量效率，并且因为其它理由。
[0006]在重新起动事件期间，在单个发动机气缸中产生压缩扭矩脉冲并且传动到变速器扭矩阻尼器和发动机机体中，这会导致影响车辆的操作者的令人讨厌的振动，尤其对于动力和不同动力传动部件的共振频率。而且，该压缩扭矩脉冲会干扰发动机扭矩输出并且导致令人讨厌的声频噪声。该振动的规模可足够大以压倒反馈阻尼控制系统。
[0007]用于阻尼发动机压缩脉冲的一些当前系统包括前馈控制系统，其试图预测干扰的规模并且提供先发制人的调节行动。这些系统包括发动机模型，其离线地预先校准压缩扭矩干扰。这样的系统需要实时计算的最小数量，但是具有较差的精确度，由于在影响压缩压力的实时操作条件中的变化，其包括大气压力，发动机转速轮廓和初始的发动机曲轴角度。
[0008]因此，需要一种有效地处理在内燃机起动期间产生的振动，其包括是具有机电变速器和电机的动力系统一个元件的发动机。这种系统在下文中描述。
发明内容
[0009]根据本发明的实施例，提供一种在前进的车辆运行期间重新起动混动动力系统的内燃机的控制策略。该方法包括从电机中产生扭矩输出来旋转该发动机，并且确定发动机开动扭矩。从电机产生的扭矩输出基于发动机开动扭矩可选择地进行控制。当发动机的转速超过一个阈值时，该发动机点火。
[0010]本发明的一个方面包括发动机扭矩模拟模型，基于当前的发动机运行条件，以精确地确定发动机的实时压缩压力，从而适应发动机运行条件的变化。
[0011]本发明的这些和其它的方面将在本领域技术人员阅读和理解实施例的下面详细说明中变得明显。
附图说明
[0012]本发明可在某些部分和部分布置方面上展现外部形状，其实施例将在形成其一部分的详细附图中详细描述和示出，并且其中：
[0013]图1是根据本发明的示例的动力系统的示意图。
[0014]图2是根据本发明用于控制系统和动力系统的示例结构的示意图；和，
[0015]图3和4是根据本发明的图形描绘。
具体实施方式
[0016]现在对附图进行描述，其中该描述目的仅仅为了示出本发明而不用于限制本发明。现在参见图1和2，描述了本发明的一个系统，其包括发动机14，变速器10，控制系统和动力传动系统。包含本发明概念的示例的双模式，复合-分配，机电混合变速器在图1中描述，并且通常用附图标记10表示。变速器10的机械方面将在通常指定的美国专利No，6,953,409，标题为″具有四个固定比率的双模式，复合-分配，混合机电变速器″的专利申请中详细公开，其在此作为参考进行结合。该变速器10包括具有输入速度N1的输入轴12，其优选由内燃机14驱动。该发动机14具有经过轴18可操作地连接到可锁定的扭矩阻尼装置20的曲轴，该装置20可操作地传动扭矩到变速器输入轴12上。该可锁定的扭矩阻尼装置包括离合器C5，其锁定扭矩阻尼装置20，因此在发动机和变速器的输入轴12之间直接传送扭矩。该发动机具有特征速度NE和输出扭矩TE。当阻尼装置20锁定时，该发动机转速NE和输出扭矩TE有效地等于变速器输入速度N1和输入扭矩T1，其中在它们之间的任何差别包括部件的扭曲。
[0017]该变速器10利用三个行星齿轮组24，26和28，以及四个扭矩-传送装置，即离合器C1 70，C2 62，C3 73和C4 75，其中输入轴12经过载体80连接到第一行星齿轮组24。离合器C2和C4优选包括液压-致动旋转摩擦离合器。离合器C1和C3优选包括接地到变速器壳体68上的液压-致动固定装置。
[0018]存在有包括电动机/发电机56的第一电机，称为MA，和包括电动机/发电机72的第二电机，称为经过行星齿轮可操作地连接到变速器的MB。MA和MB的旋转位置分别利用解析器82和84测量，它们是已知的电气装置，每个包括定子和转子并且它们可操作来测量电机的位置。变速器输出轴64可操作地连接到车辆动力传动系统90上以提供在输出速度No的动力To到车辆车轮上。
[0019]该变速器10从扭矩产生装置中接收输入扭矩，其包括发动机14和MA56和MB72，并且分别称为′T1′，′TA′和′TB′，它们是作为从燃料和保存在电能存储装置(ESD)74中的电势的能量转换的结果。该ESD74是高压直流装置，其结果直流传送导体27连接到传动功率转化模块(′TPIM′)19上。该TPIM19是控制系统的元件，其参见图2在下文中描述。该TPIM19通过传送导体29传送电能到MA56或者从MA56中传出，并且该TPIM 19类似地通过传送导体31传送电能到MA72或者从MA72中传出。根据是否BSD74处于充电或者放电情况，电流被传输到ESD74和从其中传送出。TPIM19包括功率变换器对和相应的电机控制模块，其构造来接收电机控制命令并且控制从此控制转换装置以提供电机驱动或者再生功能。优选，MA56和MB72是三相交流电机，每个具有可操作在定子内部旋转的转子，该定子安装在变速器的壳体上。该变换器包括已知的互补的三相电源电子装置。
[0020]现在参见图2，示出了控制系统的示意方框图，其包括分布控制模块结构。下文中描述的元件包括总体车辆控制结构的子设备，并且其可操作的来提供在此描述的动力系统的坐标系统控制。该控制系统综合相关的信息并且输入和执行算法来控制不同的致动器以实现控制目标，包括这样的参数，例如燃料经济性，排放，性能，驾驶性能和硬件的包括，包括BSD74的电池和MA和MB 56，72。该分布式控制模块结构包括发动机控制模块(′ECM′)23，变速器控制模块(′TCM′)17，电池组控制模块(′BPCM′)21，和TPIM19。混合控制模块(′HCP′)5提供上述控制模块的全部控制和协调。存在有用户界面(′UI′)13，其可操作地连接到多个装置上，通过这些装置，车辆操作者以对扭矩输出的要求，通常控制或者引导包括变速器10的动力系统的运行。到UI13的示例的车辆操作者输入包括加速踏板，刹车踏板，变速器齿轮选择器以及车辆速度巡航控制。每个上述控制模块经过局域网(′LAN′)总线6与其它的控制模块，传感器和致动器连通。该LAN总线6允许在多个处理器之间的控制参数和指令的结构连通。采用的特有通信协议是特别应用的。该LAN总线和适当的协议规定在上述控制模块和其它的控制模块之间稳固的通讯和多重控制模块接口，从而提供例如反锁定制动，离合器控制和车辆稳定性的功能。
[0021]该HCP5提供混合动力系统的拱形控制，适用于ECM23，TCM17，TPIM19和BPCM21的调节运行。基于从UI13和包括电池组的动力系中的不同输入信号，该HCP5产生不同的指令，包括：到动力传动系统90的操作者扭矩请求(′TO_REQ′)输出，来自发动机的输入扭矩T1，对于变速器10的N个扭矩-传送离合器C1，C2，C3，C4的离合器扭矩(′TCL_N′)；和用于MA和MB的电机转矩TA和TB。该TCM17可操作地连接到电动液压控制回路42，包括监控不同的压力感应装置(未示出)并且产生和执行对于不同电磁线圈的控制信号，以控制包含在此的压力开关和调节阀。
[0022]该ECM23可操作地连接到发动机14上，并且作用来从多个传感器上获得数据并且在多个分离线路上分别控制发动机14的多个致动器，这些分离线路共同示出为集合线35。该ECM23从HCP5中接收发动机扭矩指令，并且产生所需轴扭矩和实际的输入扭矩的指示T1到变速器上，该变速器连接HCP5。为简单起见，示出的ECM23通常具有经由集合线35与发动机14的双向接口。ECM23检测的不同其它的参数包括发动机冷却剂温度，发动机输入速度NE，该速度到轴12转换为变速器输入速度N1，歧管压力，环境温度和环境压力。由ECM23控制的不同的致动器包括燃料喷射器，点火模块和节流控制模块。
[0023]该TCM17可操作地连接到变速器10上并且作用来从多个传感器中获得数据并且提供指令信号到变速器上。从TCM17到HCP5的输入包括用于N个离合器，即C1，C2，C3和C4的每个的估计的离合器扭矩，以及输出轴64的转速N0。其他的致动器和传感器可用来从TCM提供附加信息到HCP上，以用于控制目的。该TCM17监控从压力开关来的输入并且可选择地致动压力控制电磁线圈和变速电磁线圈，以致动不同的离合器来实现不同的变速器运行模式，如下文所述。
[0024]该BPCM21信号地连接一个或多个传感器，它们可操作地监控BSD74的电流或者压力参数，以提供关于电池的状态的信息到HCP5上。如此消息包括电池荷电状态(′SOC′)，电池电压和可利用电池电源，称为范围PBAT_MIN到PBAT_MAX。
[0025]每个上述控制模块优选是通常包括微处理器或者中央处理器的通用数字计算机，包括只读存储器(ROM)，随机存取存储器(RAM)，电可编程序只读存储器(EPROM)的存储介质，高速时钟，模拟到数字(A/D)和数字-模拟(D/A)电路，和输入/输出电路与器件(I/O)和适当的信号调节和缓冲电路。每个控制模块具有一组控制算法，其包括保存在ROM中的并且执行来提供每个计算机的相应的功能的常驻程序指令和标定。在不同的计算机之间的信息传递优选利用上述LAN6实现。
[0026]用于在每个控制模块中的控制和状态估计的算法通常在预置的循环周期期间执行，从而使得每个算法在每个循环周期至少执行一次。储存在固定存储器装置中的算法由一个中央处理器执行，并且可操作地监控从传感装置中的输入信号，并且利用预置的标定执行控制和诊断程序以控制各个装置的运行。在正在运行的发动机和车辆运行期间，循环周期通常在每隔一定间隔，例如每个3.125，6.25，12.5，25和100毫秒(毫秒)执行。换句话说，控制算法可响应于事件的发生进行执行。
[0027]该示例的双模式，复合-分配，机电变速器在多个固定档位运行模式和连续可变运行模式下运行，参见下面的图1和表1中描述。
表1
Figure A20081009284800101
[0028]在表1中描述的不同变速器运行范围状态指示特定的离合器C1，C2，C3和C4的哪个对于每个运行范围状态接合或者致动。当离合器C170致动时选择第一模式，即模式1，以便于与第三行星齿轮组28的外部齿轮部件′接地′。该发动机14可开动或者关闭。当离合器C1 70释放时选择第二模式，即模式2，并且离合器C2 62同时致动以连接轴60到第三行星齿轮组28的载体。再次，发动机14可开动或者关闭。当电机56，72运行作为电动机和发电机时，超出本发明范围的其它因素会产生影响，并且不在此讨论。
[0029]第一和第二连续可变运行模式依照环境，其中变速器功能由一个离合器，或者离合器C1 62或者C2 70，并且通过电机56和72的可控速度和扭矩控制。某些运行范围包括由应用附加离合器实现的固定档位比率。这附加的离合器可为离合器C3 73或者C4 75，如上述表所示。当应用附加的离合器时，可实现变速器的输入到输出速度的固定比率运行，即N1/N0。电机MA和MB56，72的运行取决于离合器和与轴12处测量的输入速度成比例所定义的电机的内部旋转。
[0030]响应于操作者的动作，当由UI13捕获时，该管理的HCP控制模块5和一个或多个的另一个控制模块确定在轴64处执行的操作者扭矩请求TO-REQ。最后的车辆加速受到其他的因数，包括，例如道路负荷，道路坡度和车辆质量的影响。基于动力系统的多个运行特征，对于示例的变速器确定运行模式。这包括操作者对于扭矩的需要，如上所述通常通过输入到UI13进行连通。另外，对于扭矩输出的需要基于外部环境判定，包括，例如，道路坡度，路面情况或者风负荷。该运行模式可基于动力扭矩需要进行判定，该需要是由在电能产生模式或者扭矩产生模式下电机运行的控制模块指令产生。该运行模式由最优算法或者程序确定，其基于操作者对于动力的需要，电池荷电状态，和发动机14和MA和MB56，72的能量效率，确定最优系统效率。该控制系统基于实施的最优化程序的结果管理从发动机14和MA和MB56，72中产生的扭矩输出，以及产生最优化系统效率的系统优化，从而改善燃料经济性和控制电池充电。而且，运行操作可基于在部件和系统中的故障来确定。该HCP5监控扭矩产生装置的参数状态，并且确定需要来达到所需扭矩输出的变速器的输出，如下文中所述。在HCP5的指导下，变速器10在从慢到快的输出速度范围内运行，从而满足操作者要求。
[0031]该示例的发动机14包括多缸内燃机，其可选择地在多个状态下操作，以经过轴12传送扭矩到变速器中，并且可以为火花点火或者压燃点火的发动机。该示例的发动机状态包括正常发动机运行(′ALL_CYL′)，具有停止气缸的发动机运行(′DEACT′)，发动机燃料切断(′FCO′)，具有气缸停止的发动机燃料切断(′FCO_DEACT′)，和发动机断开(′OFF′)。在正常发动机运行中，所有的发动机气缸供给燃料并且点火。在气缸停止状态，通常一般的气缸，例如V型发动机的一组停止。通过中止燃料供给到气缸中，一组气缸通常停止，并且可选择地保持排气阀打开来减少发动机泵送损失。在发动机燃料切断状态，到所有气缸的燃料供给被中止。在气缸停止状态情况下的发动机燃料切断中，到所有气缸的燃料供给被中止并且一组气缸停止以减少泵送损失。该发动机断开状态由发动机输入速度NE所定义，其等于每分钟零转(RPM)，即发动机曲轴不旋转。
[0032]在发动机停止活动之后的前进车辆运行期间，重新起动内燃机的控制策略参见图1和2的示例的混合动力系统现在进行描述。该控制策略在一个或多个控制模块中执行，因为电机可执行代码可操作来控制混动动力系统的元件，以从电机产生扭矩输出来旋转未点火的发动机。发动机开动扭矩考虑到当前运行和环境条件实时确定。从电机产生的扭矩输出基于发动机开动扭矩可选择地进行控制。当发动机的转速超过一个阈值时，该发动机点火，通常基于涉及车辆和动力振动的原因。此处理过程大约用500毫秒。此过程现在详细描述。
[0033]该重新起动事件由HCP5中产生的指令实施，响应于动力系统中的动作，其迫使发动机扭矩输入到动力系统中，包括基于超出系统实施限制的决定和基于操作者扭矩需要的决定。该系统实施限制包括车辆速度，电池SOC，电池温度，电池电源能力，电池组电压，发动机冷却剂温度，系统热限界和系统诊断的运行参数。每个运行参数由一个或多个控制模块监控，并且重新起动发动机的决定时基于超出预定阈值的一个参数，或者彼此同时发生的超出阈值的参数的结合。基于操作者扭矩需要的重新起动发动机的决定包括操作者扭矩请求，TOREQ和复查当前运行状态的预测控制逻辑。重新起动发动机的决定可发生在车辆起动请求或者车辆加速请求期间，并且基于操作者扭矩请求TO_REQ的变化，其与当前运行条件的电机MA和MB的扭矩限制相关。
[0034]重新起动发动机的每个决定包括发动机起动/停止事件的反跳分析，有效地增加滞后作用到每个起动事件。该反跳分析包括，例如，基于效率计算联合操作者输入到初始起动的发动机起动中。因此发动机的重新起动被避免，其将出乎车辆操作者的意外，例如当操作者释放加速踏板时未起动发动机。
[0035]参见图3，在重新起动发动机14期间，详细表示发动机运行参数的图表示出，其描述作为经过时间的函数。发动机重新起动之前和预期中，该阻尼离合器C5锁定，导致在发动机曲轴和MA56之间通过变速器齿轮的直接机械连接。在即刻先前的发动机停止事件期间，该阻尼离合器C5优选锁定，以利用曲轴位置传感器(未示出)保持与采用解析器82和84的电动机角度测量值一致的发动机曲轴角度测量值。该锁定阻尼离合器确保电机56和发动机14没有相对的旋转移动超出沿着轴12和发动机曲轴引起的扭矩。如此，发动机位置由电机位置多余地监控，由解析器82和84测量，共同待审的美国专利申请No.11/745,901(代理人记事表，GP-308341-PTH-CD)，标题为：未确定内燃机的旋转位置的方法和装置，其提供附加的细节涉及利用解析器来确定发动机位置，该申请的内容在此作为参考进行结合。从解析器82和84产生的位置信息提供发动机位置的绝对测量值并且比曲轴位置传感器具有更高的测量清晰度。该解析器82和84时可操作地以在应用电能时提供轴角度的精确测量值，并且在正在进行运行期间连续影响改善控制和精确度。
[0036]通过控制从电动机产生的扭矩输出，锁定阻尼器20的锁住离合器C5的作用使得控制系统解除在决定性系统频率处发生的振动。通常存在共振的决定性的频率包括发生在大约2Hz(30rpm)的车辆晃动，发生在大约4Hz(60rpm)的传动系统共振，在大约14Hz处的动力系统安装共振，以及在大约9到12Hz(125rpm)的阻尼器共振。解开阻尼器的上部范围包括轴共振，其发生在大约60Hz(800rpm)。该锁紧离合器优选在达到轴共振频率之前开启，因此允许阻尼器吸收和适应在此发生的振动。因此，优选在大约500rpm处释放离合器C5，其中在下文中描述的发动机扭矩解除方案在此点处或者之前停止(ramped out)。该阻尼离合器C5优选在点燃发动机之前开启。
[0037]发动机开动扭矩，称为T1(开动)，包括需要在点燃发动机之前使发动机旋转的扭矩测量值。该发动机开动扭矩包括对于每个气缸计算的气缸扭矩的总和，并且优选通过在控制系统中实施模拟模型进行确定。该模拟模型实时地计算每个气缸的气缸压力作为发动机曲轴角度的函数。该气缸压力基于在曲轴旋转的作用下产生的压缩脉冲，其中在每个发动机气缸中每个活塞的移动通过收集在气缸的燃烧室内部的气体所阻止，该阻力由发动机的进气和排气阀的位置确定。每个气缸扭矩通过将扭矩比乘以气缸压力进行确定。每个气缸的扭矩比作为曲轴角度的函数进行确定，其包括在气缸几何结构和气缸摩擦方面的变化。该扭矩比优选为储存在存储器中的预先标定的阵列值，并且基于曲轴角度是可取回的。利用模拟模型确定发动机开动扭矩的示例的方法在共同申请的美国专利申请No.11/669,552(代理案卷号No.GP-309392-PTH-CD)，标题为：确定在未点火的燃烧室中的压力的方法和装置中得到描述，该申请在此作为参考进行结合。
该示例的模拟模型优选在一个控制模块中执行，并且对于在每个6.25毫秒循环期间确定对于发动机开动扭矩T1(开动)的参数值。该示例的模拟模型适合改变运行和环境条件，并且确定在通过旋转曲轴，电机作用来重新起动发动机的时间点处或者之前对于发动机开动扭矩T1(开动)的参数值。
[0038]从电机产生的扭矩输出基于发动机开动扭矩可选择进行控制，以产生电机扭矩TA，TB，根据优选的发动机输入速度轮廓N1_DOT，足够来克服发动机开动扭矩T1(开动)和发动机斜坡向上输入速度。该示例的系统运行在模式1下，其运行仅仅在发动机重新起动期间的时间周期处仅仅离合器C1致动。用于旋转发动机的该电机转矩TA，TB优选根据预定的扭矩匀变方案优选匀变向上。该输出转矩穿过离合器C5传送到发动机上，引起穿过离合器C5的扭矩和在发动机曲轴上的扭矩，克服发动机不同组件的静摩擦。在扭矩从电机处应用之后，该发动机断开并且在100到200毫秒范围的时间之后开始旋转。在发动机断开的之前的点处，控制系统开始确定发动机开动扭矩T1(开动)。控制电机的运行以根据输入速度轮廓N1_DOT，稳定增加输入速度N1。在发动机转速超过最小阈值之后，通常在500到700rpm的范围内，该阻尼离合器C5释放，以允许阻尼器20作用来阻尼在发动机14和变速器10之间的转矩振动。
[0039]在发动机旋转加快期间，电机MA和MB的输出扭矩TA和TB得到控制，以有效解除在每个发动机气缸中产生的压缩脉冲，当压缩脉冲由先前描述的模拟模型确定时。该压缩脉冲在驱动系统的组件的共振频率处是最可辨别的。利用前馈控制策略，基于发动机开动扭矩的实施估计，通过控制输出扭矩，该控制系统作用来解除气缸压缩脉冲。
[0040]系统扭矩控制和管理优选利用在公式1中描述的扭矩关系进行控制，如下：
T A T B = k 11 k 12 k 13 k 14 k 21 k 22 k 23 k 24 * T I T O N I _ DOT N O _ DOT - - - [ 1 ]
[0041]其中：
[0042]TA是用于MA的扭矩；TB是用于MB的扭矩；
[0043]T1是在轴12处到变速器的输入扭矩并且如上所述是基于发动机开动扭矩T1。
[0044]T0是在轴64处从变速器的扭矩输出。
[0045]N1_DOT是输入轴12到变速器的输入速度轮廓；
[0046]N1_DOT是变速器的输出轴64的输出速度轮廓，车辆加速的表示；和，
[0047]kn包括由变速器硬件齿轮和轴互连和适用于当前驱动范围的估计硬件惯性确定的2×4参数矩阵。
[0048]扭矩TA和TB是由最低和最大限制TA_MAX，TA_MIN，TB_MAX，TB_MIN(在图4中描述)所界定，并且其包括在电池或者BSD74上约束所施加的限制。公式1的内容优选转变为常驻在一个控制模块中的算法并且在每个6.25毫秒循环周期期间执行。该控制策略对于所述的电机扭矩TA，TB确定和实施优选的参数控制值。
[0049]本发明包括控制策略，其用于在发动机停车事件之后的前进车辆运行期间重新起动内燃机。该控制策略优选在控制模块中执行以控制混合动力系统的元件。该程序包括连续执行的步骤，其中每个步骤在执行随后步骤之前优选基本上完成。当发动机停止时，该阻尼离合器20优选锁定发动机14的旋转到机电变速器10上。在停止发动机之后，从一个电机产生的扭矩输出来旋转发动机。确定发动机开动扭矩，并且从电机产生的扭矩输出基于发动机开动扭矩进行控制。当发动机的转速超过一个阈值时，该发动机点火。
[0050]参见图4，示出了示例系统的运行范围的图形描述，用于在连续可变模式1运行中运行该系统。通过在X轴上描绘的用于MA56(TA_MIN，TA_MAX)的扭矩输出范围，和在Y轴上描绘的用于MB72的扭矩输出范围(TB_MIN，TB_MAX)限定第一运行空间。该扭矩输出范围由第二工作空间限制，基于电池电源限制定义，即PBAT_MIN和PBAT_MAX。基于参见公式1描述的关系式，对于给定的固定或者恒定扭矩输出T0，并且对于扭矩输出轮廓的优选范围N1_DOT，存在输入扭矩的允许范围T1_MIN到T1_MAX，其产生并且传送到发动机上以旋转发动机来满足在预期点燃发动机的输入速度轮廓N1_DOT。在此描述的控制策略运行电机MA和MB以产生输入开动扭矩T1(crank)到发动机中，其满足所述约束，并且还适应和调整对于发动机旋转引起的以及由先前所述气缸压力模型确定的压缩脉冲。
[0051]因此，在所述实施例中，起动发动机14包括基于利用公式1的T1，T0和N1_DOT和N0_DOT的已知和可选值来产生用于TA和TB的初始扭矩值。在发动机起动初始处，输入速度轮廓N1_DOT基于起动发动机的优选经过时间进行确定，在图4中可辨别的可允许的轮廓N1_DOT运行窗口，其实现对于TA和TB限制内部的优选运行速度。输出转矩T0和输出速度轮廓NO_DOT是先前确定值，并且T1包括利用模拟模型估计的发动机开动扭矩T1(crank)。该电机MA和MB通过TPIM进行控制，以传送对于TA和TB的扭矩值，并且当根据发动机输入速度轮廓N1_DOT的发动机转速增加时，对于6.25毫秒循环周期的每个循环重复该处理过程。因此，该控制系统控制对于MA和MB的扭矩输出。
[0052]当发动机的转速超过一个阈值时，该发动机点火，通常基于涉及车辆和动力振动的原因。该ECM通过控制燃料供应和火花起动示例的点燃式发动机以点燃发动机。当发动机点火时，发动机扭矩传送到变速器的输入轴上。点燃发动机包括在产生最小扭矩的发动机工作点处输送燃料和火花点火，以最小化到车辆的驱动系统的扭矩干扰，通常在上止点(TDC)之后的大约10度的火花正时处。发动机扭矩通过点火定时的控制匀变到平均-最佳-扭矩(MBT)值，以稳定发动机扭矩T1。该控制系统优选停止发动机开动扭矩模拟模型的执行并且在发动机点火之前伴随电机转矩补偿和控制。
[0053]具体可选择的实施例包括采用单个电机的混合系统，该电机可选择地连接到发动机上以控制曲轴旋转，包括例如，皮带-交流发电机-起动机动力系统和采用用于扭矩和电能生成的单个电机的机电传输系统。另一个可选择的实施例包括压燃式发动机的利用，其中发动机起动顺序利用燃料供给时间和供给量以对起动和发动机产生的扭矩输出产生影响，这对本领域技术人员是已知的。
[0054]该控制策略包括一种控制混合动力系统元件的方法，以从电机中产生扭矩输出来旋转未运行的发动机。发动机开动扭矩考虑到当前运行和环境条件实时确定。从电机产生的扭矩输出基于发动机开动扭矩可选择地进行控制。当发动机的转速超过一个阈值时，该发动机点火，通常基于涉及车辆和动力振动的原因。参见本发明的具体实施例，现在详细描述。
[0055]应该理解的是在硬件中的修改在本发明范围内是允许的。本发明已经具体参见优选实施例和修改进行描述。在别人阅读和理解说明书情况下可想到更多的修改和改变。意图是包括所有这些修改和改变都在本发明的范围内。

Claims (22)

1.一种在行进车辆运行期间重新起动混合动力系统的内燃机的方法，该方法包括：
产生来自电机的扭矩输出以旋转发动机；
确定发动机开动扭矩；
基于发动机开动扭矩有选择地控制从电机产生的扭矩输出；并且
当发动机的转速超过一个阈值时，该发动机点火。
2.如权利要求1所述的方法，其中确定该发动机开动扭矩包括执行发动机扭矩模拟模型以基于当前的发动机运行条件确定发动机开动扭矩。
3.如权利要求2所述的方法，其中基于发动机开动扭矩有选择地控制从电机产生的扭矩输出包括执行前馈控制策略，以基本上抵消在由发动机扭矩模拟模型确定的发动机开动扭矩中的变化。
4.如权利要求3所述的方法，还包括有选择地控制从电机产生的扭矩输出，以基本上抵消由气缸压力变化引起的发动机开动扭矩中的变化。
5.如权利要求1所述的方法，其中产生来自电机的扭矩输出以旋转发动机包括：
确定重新起动发动机所需的优选发动机运行速度；和
基于输入速度轮廓控制传送到电机的电能来实现优选运行速度。
6.如权利要求1所述的方法，其中点燃发动机包括喷射一定量的燃料和起动火花点火来提供能量给发动机。
7.如权利要求6所述的方法，还包括在点火定时起动火花点火以实现在基本上最小发动机扭矩输出处的运行。
8.如权利要求7所述的方法，还包括随后控制点火定时以实现在平均最佳扭矩输出处的发动机运行。
9.如权利要求1所述的方法，其中点燃发动机包括喷射一定量的燃料到发动机中以提供能量给发动机。
10.一种在包括内燃机的动力系统的正在运行期间重新起动内燃机的方法，该内燃机可操作地连接到机电变速器和第一和第二电机上，这些电机可选择地操作来传送扭矩，该方法包括：
产生来自第一和第二电机的扭矩输出以旋转发动机；
确定发动机开动扭矩；
执行前馈控制策略以基于发动机开动扭矩有选择地控制从第一和第二电机的扭矩输出，以旋转发动机；并且
当发动机的转速超过一个阈值时，该发动机点火。
11.如权利要求10所述的方法，其中确定该发动机开动扭矩包括执行发动机扭矩模拟模型以基于当前的发动机运行条件确定发动机开动扭矩。
12.如权利要求11所述的方法，还包括执行前馈控制策略，以基本上抵消在由发动机扭矩模拟模型确定的发动机开动扭矩中的变化。
13.如权利要求10所述的方法，其中产生来自第一和第二电机的扭矩输出以旋转发动机还包括：
确定重新起动发动机所需的优选发动机运行速度；
和基于输入速度轮廓控制传送到电机的电能来实现优选运行速度。
14.如权利要求10所述的方法，还包括：在从电机产生扭矩输出来旋转发动机之前，控制阻尼离合器以锁定发动机和变速器的旋转；并且，在点燃发动机之前解锁该锁定阻尼离合器。
15.如权利要求10所述的方法，其中从第一和第二电机产生的扭矩输出基于可操作供给电能给电机的电能储存装置的电能容量所限制。
16.如权利要求10所述的方法，其中当发动机包括点燃式发动机时，当发动机的转速超过阈值时点燃该发动机包括喷射一定量的燃料并且起动火花点火以提供能量给发动机。
17.如权利要求16所述的方法，还包括最初在点火定时起动火花点火以产生最低的发动机扭矩输出。
18.一种制品，其包括具有编码在其中的机器可执行程序的存储介质，以用于在行进车辆运行期间重新起动混动动力系统的内燃机，该动力系统包括内燃机，电机和可选择地操作以在其间传送扭矩的机电变速器，该程序包括：
产生来自电机的扭矩输出以旋转发动机的代码；
确定发动机开动扭矩的代码；
基于发动机开动扭矩可选择地控制从电机产生的扭矩输出的代码；和
当发动机的转速超过一个阈值时点燃发动机的代码。
19.如权利要求18所述的制品，其中确定发动机开动扭矩的代码包括执行发动机扭矩模拟模型以基于当前运行条件确定发动机开动扭矩的代码。
20.如权利要求19所述的制品，还包括发动机压缩扭矩模拟模型以确定在环境和运行条件范围内的发动机扭矩。
21.如权利要求19所述的制品，其中有选择地控制从电机的扭矩输出的代码包括执行前馈控制策略的代码，以基本上抵消在由发动机扭矩模拟模型确定的发动机开动扭矩中的变化。
22.如权利要求19所述的制品，其中确定发动机开动扭矩的代码包括确定与控制来自电机的扭矩输出以旋转发动机的初始值相一致的发动机开动扭矩的代码。
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