CN101396960B - 混合动力系及其操作方法 - Google Patents

混合动力系及其操作方法 Download PDF

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CN101396960B
CN101396960B CN200810168735XA CN200810168735A CN101396960B CN 101396960 B CN101396960 B CN 101396960B CN 200810168735X A CN200810168735X A CN 200810168735XA CN 200810168735 A CN200810168735 A CN 200810168735A CN 101396960 B CN101396960 B CN 101396960B
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cylinders
temperature
control module
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hybrid power
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CN101396960A (zh
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S·汤普森
J·塞登斯特里克
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GM Global Technology Operations LLC
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
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    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 transmission gearings
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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Abstract

本发明涉及混合动力系及其操作方法，即提供一种混合动力系和操作混合动力系的方法。在一个实施例中，该方法包括确定电池组模块中电池组的温度是高于还是低于第一阈值，和在确定电池组的温度低于第一阈值时提供指令给电动可变变速器模块以选择运行于第一模式或第二模式。

Description

混合动力系及其操作方法
技术领域
本发明总体上涉及混合动力系，更具体地涉及操作混合动力系的方法。
背景技术
混合动力系统构造为操纵混合车辆中各种原动件的输入和输出扭矩，如内燃机和电机。在一些混合动力系结构中，内燃机驱动发电机，发电机继而给电动驱动系和电池组提供电能。该发电机还为内燃机提供启动功能，同时电动驱动系可再俘获车辆制动能量为电池组再充电。在另一些构造中，内燃机和马达都直接与驱动系机械地联接，该驱动系包括为大范围操作提供合适传动比(如变速比)的换档变速器。
为了提供连续的变速比，动力系可包括电动可变变速器(EVT)。通常EVT可用内燃机和最终传动装置之间的直接机械路径操作，因而使得传动效率高。EVT还能独立于最终传动装置机械地运行，能够以不同的机械/电动分离作用(split contribution)运行，从而允许高扭矩连续变速比、电控启动、再生制动、发动机非怠速状态和多模式操作。
驱动内燃机的动力大小可根据道路行驶载荷需求和电池组的荷电状态来选择。选择发动机动力大小后，发动机的最佳燃油经济性或最佳排量图或其组合可用来选择发动机的扭矩/速度工作点。电池组能输出附加动力，该附加动力和发动机动力一起满足道路行驶载荷动力需求并补偿混合动力系统内的动力损耗。
尽管上述混合动力系结构在多数情况下总体上运行良好，但是这些结构还能被改进。例如，电池组的动力输出在该电池组暴露于极低温度(例如低于大约0℃)时可能不会起到预期作用。特别地，电池组的荷电状态可能受到此种温度影响，电池组在此种条件下可能不能满足动力系和/或EVT的动力需求。
因此期望有改进的混合动力系结构，该混合动力系结构能在至少0℃或更低温度下运行。此外，本发明的其他期望特征和特性在随后的详细说明和所附权利要求结合附图和前述的技术领域和背景技术时将变得显而易见。
发明内容
提供一种用于车辆的混合动力系，所述混合动力系包括联接于马达的发动机，其中马达包括多个齿轮，发动机包括多个汽缸。所述混合动力系包括电池组、温度传感器、电动可变变速器和混合动力控制模块。该电池组构造为给马达提供动力。温度传感器与电池组通信且构造为测量电池组的温度。该电动可变变速器构造为阻尼发动机的振动。该混合动力控制模块构造为与温度传感器通信以确定所感测的电池组的温度是高于还是低于第一阈值，并与电动可变变速器通信，以便在确定电池组的温度低于第一阈值时，该混合动力控制模块提供指令给电动可变变速器以限制到第一模式和第二模式的换档指令。
提供了操作混合动力系的方法，该混合动力系包括构造为提供指令给电动可变变速器的混合动力控制模块，其中所述电动可变变速器构造为给车辆的多个齿轮提供换档指令和从电池组模块接收动力。该方法包括确定电池组模块中电池组的温度是高于还是低于第一阈值，并在确定电池组的温度低于第一阈值时提供指令给电动可变变速器以限制到所要运行的第一模式或第二模式的换档指令。
附图说明
在下文将结合以下附图描述本发明，其中相同的附图标记表示相同的元件，和
图1是根据实施例的混合动力系统结构的电气和机械示意图；
图2是根据实施例的电动可变变速器的电气和机械示意图，所述电动可变变速器可应用于图1所示的混合动力系内；和
图3是根据实施例的操作混合动力系的方法的流程框图。
具体实施方式
以下详细说明本质上仅为示范性的，而并不打算限定本发明主题或本发明主题的应用和使用。此外，不打算由任何在前述技术领域、背景技术、发明内容或以下具体说明中明确或隐含的理论所限制。
图1是根据实施例的混合动力系11的系统结构示意图。混合动力系11可包括混合动力控制模块(HCM)19、电池组模块(BPM)21、发动机控制模块(ECM)23和系统控制器43，所述混合动力控制模块(HCM)19与电动可变变速器(EVT)10通信并提供指令给EVT10。在一个实施例中，HCM19包括一对功率逆变器(未示出)和各自的马达控制器(未示出)，所述马达控制器能接收马达控制指令和控制逆变器状态以提供马达驱动或再生功能。在马达驱动功能中，逆变器从直流线路接收电流并通过高压相位线路29和31提供交流电流给EVT10的相应马达。在再生功能中，逆变器通过高压相位线路29和31从对应的马达接收交流电流并提供电流给直流线路27。流向或流出逆变器的净直流电流决定BPM21处于充电或放电运行模式。如前所述，马达控制器控制逆变器，在这点上，该马达控制器可以是基于微处理器的控制器，所述控制器包括常规元件，如微处理器、只读存储器(ROM)、随机存取存储器(RAM)、电可编程只读存储器(EPROM)、高速时钟、模拟-数字转换(A/D)和数字-模拟转换(D/A)电路、输入/输出(I/O)电路和装置及合适的信号调节和缓冲电路。
EVT10与HCM19通信以从其接收指令，从而给混合动力系11提供多个操作模式。在一个实施例中，EVT10具有直接由发动机14驱动的输入元件12，输入元件12可以是轴。如图1所示的实施例中，扭矩阻尼器16结合在发动机14的输出元件与EVT10的输入元件12之间。该扭矩阻尼器16从EVT10接收指令以阻尼发动机14的振动。在另一实施例中，扭矩阻尼器16可包含扭矩传递机构(未示出)或与扭矩传递机构(未示出)结合使用以允许发动机14选择性地与EVT10接合。
EVT10的示意性实施例在图2中示出。在此，EVT10描述为能够经由一个或多个子行星齿轮组24、26、28的合适的齿轮组合给混合动力系11提供多个操作模式。在一个实施例中，包括三个子齿轮组24、26、28且每个子齿轮组由多个齿轮组成。例如，第一子行星齿轮组24具有围绕内齿轮元件32的外齿轮元件30。多个行星齿轮元件34可旋转地安装在行星架36上，以便每个行星齿轮元件34啮合地接合外齿轮元件30和内齿轮元件32。第二子行星齿轮组26也具有围绕内齿轮元件40的外齿轮元件38。多个行星齿轮元件42可旋转地安装在行星架44上，以便每个行星齿轮42啮合地接合外齿轮元件38和内齿轮元件40。同样，第三子行星齿轮组28具有围绕内齿轮元件48的外齿轮元件46。多个行星齿轮元件50可旋转地安装在行星架52上，以便每个行星齿轮50啮合地接合外齿轮元件46和内齿轮元件48。
第一子行星齿轮组24的内齿轮元件32可经由毂衬齿轮54连结到第二子行星齿轮组26的外齿轮元件38。连结后的第一子行星齿轮组24的内齿轮元件32和第二子行星齿轮组26的外齿轮元件38经由套轴58连续连接到第一马达/发电机56。该第一马达/发电机56在此也以不同的方式称为马达A或MA，且被马达控制模块(MCM)57所控制。该MCM57与HCM19通信并可从其接收指令。
第一子行星齿轮组24的行星架36可经由轴60连结到第二子行星齿轮组26的行星架44。因而，第一与第二子行星齿轮组24与26的相应行星架36和44连结。轴60还选择性地经由扭矩传递机构62与第三子行星齿轮组28的行星架52连接。该扭矩传递机构62或“第二离合器C2”可用来辅助选择EVT10的运行模式。
第三子行星齿轮组28的行星架52直接连接到变速器输出元件64。在用于地面车辆的EVT10实施例中，输出元件64可连接到车辆轴(未示出)，车辆轴继而终止于传动元件(未示出)。该传动元件可能是采用该传动元件的车辆的前轮或后轮，或是履带车辆的传动齿轮。
第二子行星齿轮组26的内齿轮元件40经由围绕轴60的套轴66与第三子行星齿轮组28的内齿轮元件48连接。第三子行星齿轮组28的外齿轮元件46通过扭矩传递机构70选择性地接地(可能是变速器外壳68)。该扭矩传递机构70或“第一离合器C1”也可用来辅助选择EVT10的运行模式。
套轴66也连续地连接到第二马达/发电机72。该第二马达/发电机72在此也称为马达B或MB。马达B被马达控制模块(MCM)73所控制。该MCM73与HCM19(见图1)通信并从其接收指令。所有子行星齿轮组24、26和28及马达A56和马达B72均与轴向布置的轴60同轴定向。马达A56和B72可均为环形构造且围绕三个子行星齿轮组24、26和28以便子行星齿轮组24、26和28布置于马达A和B的径向内侧。
传动齿轮80可展现为从输入元件12到第一子行星齿轮组24的外齿轮元件30，因此它能从发动机14和/或马达A56或马达B72接收动力。该传动齿轮80啮合地接合空转轮82，该空转轮82又与固定于轴86一端的分动齿轮84啮合地接合。轴86的另一端可固定到传动液泵88，该传动液泵88从槽37供应传动液并传递高压流体给调节器39，该调节器39使部分流体返回至槽37并在管路41中提供调节后的管路压力。
输出元件64通过EVT10内的两个不同的齿轮系接收动力。在致动第一离合器C1以使第三子行星齿轮组28的外齿轮元件46“接地”时，选择第一模式或第一齿轮系。在第一离合器C1被释放且第二离合器C2被同时致动以使轴60连接第三子行星齿轮组28的行星架52时选择第二模式或第二齿轮系。如在此使用的，当提及与齿轮系有关的模式时，通常使用大写字母标记MODE1或MODE2或者M1或M2。
EVT10还构造为在每个操作模式中提供从相对慢到相对快的输出速度范围。这两种模式(其中，在每种模式中具有从慢到快的输出速度范围)的组合使得EVT10能够使车辆从静止状态推进到公路行驶速度。此外，离合器C1和离合器C2被同时施用的固定比状态可用于输入元件和输出元件通过固定传动比的有效机械联接。另外，离合器C1和离合器C2同时被释放的中性状态可用于输出元件从变速器的机械脱离。最后，EVT10可提供模式的同步切换，其中离合器C1和离合器C2的滑移速度大体为0。关于示范性EVT操作的更多细节可以见于共同受让的美国专利No.5,931,757，其内容通过引用并入本文。
回到图1，除了选择性地从发动机14接收动力外，EVT10还从储电装置如BPM21的一个或多个电池接收动力。尽管描述为电池，其他具有存储电能和分配电能的储电装置可用来取代电池。BPM21可以是能经由直流线路27连接到HCM19的高压直流装置。如上所述，根据BPM21被充电还是放电，电流可传入或传出BPM21。在一个实施例中，温度传感器20可布置于BPM21上或邻近BPM21。该温度传感器20能感测到关于BPM21的温度数据且能把数据传达给HCM19。HCM19可使用温度数据以提供限制BPM21电池的功率输出的指令。
发动机14可由ECM23电子控制，该ECM23继而从HCM19接收指令，如图1所示。该ECM23可包括微处理器、ROM、RAM、EPROM、高速时钟、模拟-数字转换(A/D)和数字-模拟转换(D/A)电路、输入/输出电路及装置(I/O)及合适的信号调节和缓冲电路。ECM23可从多个传感器获取数据并可通过多个离散线路控制发动机14的多个致动器。ECM23可经由集合线路35与发动机14双向相接。多个数据中可由ECM23测出的数据是油槽和发动机冷却剂温度、发动机速度(Ne)、涡轮压力及环境气温和气压。可由ECM23控制的多个致动器包括燃料喷射器、风扇控制器及包括电热塞和栅型进气加热器的发动机预热器。例如，ECM23可从HCM19接收指令以提供燃料给多个汽缸。因此ECM23可提供指令给适当的致动器以(i)提供燃料给所有的汽缸，(ii)提供燃料给一部分汽缸(如一半)，或(iii)不提供燃料给任何汽缸。此外，ECM23可响应EVT控制系统提供的扭矩指令(Te_cmd)为发动机14提供熟知的基于扭矩的控制。
系统控制器43可构造为从HCM19接收指令和提供关于EVT10和车辆底盘的多个控制和诊断功能的指令。在这点上，该系统控制器43可由一对基于微处理器的控制器组成，该控制器可称为车辆控制模块(VCM)15和变速器控制模块(TCM)17。该控制器可包括微处理器、ROM、RAM、EPROM、高速时钟、模拟-数字转换(A/D)和数字-模拟转换(D/A)电路、数字信号处理器(DSP)、输入/输出电路及装置(I/O)及合适的信号条节和缓冲电路。该VCM15和TCM17可提供如发动机扭矩指令、输入速度控制、以及与再生制动、防抱死制动和牵引控制相配合的输出扭矩控制。尤其是关于EVT的功能性，系统控制器43用来通过多个离散线路直接从多个传感器获取数据和分别直接控制EVT10的多个致动器。在一个实施例中，该系统控制器43可经由集合线路33与EVT10双向相接，同时可从旋转传感器接收频率信号以处理输入元件的速度(Ni)和输出元件64的速度(No)，以便用于控制EVT10。
系统控制器43还可确定扭矩指令(Te_cmd)并提供指令给ECM23。该扭矩指令(Te_cmd)代表系统控制器43确定的发动机需要的EVT扭矩作用。该系统控制器43还可确定代表需要的EVT输入速度的速度指令(Ne_des)，该输入速度也可以是需要的发动机速度工作点。
所述的多个模块(即，HCM19、BPM21、ECM23和系统控制器43)经由控制器局域网(CAN)总线25进行通信。该CAN总线25允许多个模块间的控制参数和指令的通信。所采用的特定通信协议是特定应用的。
如前简短所述，HCM19可接收关于从BPM21电池组所感测的温度的数据。在所感测的温度低于第一阈值的情况下，如低于动力系11可以运行而不损坏其部件无的温度(如低于大约0℃)，HCM19可提供指令给混合动力系11的其他模块，所述指令可超控现有指令以限制这些模块的动力使用，因而减少了BPM21电池组的功率输出。用这种方法限制这些模块的动力使用允许混合动力系11在极冷条件下(如低于约0℃)继续运行，而不损坏电池、BPM21的其他部件或混合动力系11的其他部件。
在一个实施例中，HCM19限制EVT10运行于两种模式之间。图3是根据一个实施例的一种操作HCT19的方法300的流程图。首先，在步骤302，确定BPM21电池组的温度是否低于第一阈值。该第一阈值可以是动力系11在运行时不损坏电池和动力系11其他部件的温度。例如第一阈值可能是0℃±3℃。如果温度低于该第一阈值，在步骤304，HCM19提供指令给EVT10以限制其在第一模式和第二模式(或MODE1和MODE2)之间的换档指令。然后在步骤306，该EVT10选择致动哪个离合器。例如，EVT10可能选择第一齿轮系，其中第一离合器C1被致动以使第三子行星齿轮组28的外齿轮元件46“接地”，或EVT10可能选择第二齿轮系，其中第一离合器C1被释放且第二离合器C2被同时致动以将轴60连接到第三子行星齿轮组28的行星架52。
然后在步骤308中，确定BPM21电池组的温度是否高于第二阈值。在一个实施例中，第二阈值可能是0℃±3℃。在另一实施例中，第二阈值可能是-17℃±3℃。在又一实施例中，第二阈值可等于第一阈值。在又一实施例中，第二阈值可以是高于第一阈值的温度。在又一实施例中，第二阈值可以是低于第一阈值的温度。不管何种情况，如果确定电池组的温度高于第二阈值，在步骤310，HCM19将提供指令给EVT10以允许发生附加的换档，从而提供附加模式。在步骤312中，EVT10使得两个离合器都被致动。在一个实施例中，EVT10可被指示提供指令以结合具有从慢到快的输出速度范围的第一模式和第二模式。对于固定比传动状态，其中离合器C1和C2被同时施用；对于可用于使输出元件机械脱离变速器的空档状态，其中离合器C1和C2同时被释放；和/或对于在两种模式间的同步切换，其中离合器C1和C2的滑移速度基本为0，该EVT10可重新开始提供指令。
在另一实施例中，HCM19可构造为限制扭矩阻尼器16可提供给发动机14的阻尼量。例如，在确定电池组的温度低于第一阈值时，该HCM19可提供指令给EVT10以降低由扭矩阻尼器16提供给发动机14的阻尼量。在一个实施例中，HCM19可指示EVT10不提供动力给扭矩阻尼器16。在确定电池组的温度高于第二阈值时，HCM19可构造为逐渐增加扭矩阻尼器16的动力以便阻尼来自发动机14的至少部分振动。该动力的逐渐增加可与温度的增加直接相关，在一个实施例中，它们可呈线性函数关系。
在又一实施例中，在确定电池组模块的温度低于第一阈值时，该HCM19可构造为提供指令给ECM23以命令多个燃料喷射器将燃料喷射到所有汽缸。因而，即使系统控制器43提供制动指令给制动衬块以降低车速，但是如果确定电池组模块的温度仍低于第一阈值，那么ECM23仍可继续提供指令给燃料喷射器以继续将燃料喷射到所有汽缸。当确定电池组模块的温度高于第二阈值时，HCM19可构造为提供指令给ECM23以允许多个燃料喷射器将燃料喷射到至少一部分汽缸(如一半)或不喷射到任何汽缸而不是喷射到所有汽缸。
现在已经提供了一种改进的混合动力系结构。该混合动力系可适用于在极低的温度下(例如，温度低于0℃±3℃)有效运行且可用于在此温度下防止损坏可与动力系结合使用的电池组。
虽然前述具体说明中提出了至少一个示范性实施例，但需要理解的是，存在大量变型。还需要理解的是，一个或多个示范性实施例只是示例，并不以任何方式限定本发明的范围、应用和构造。相反，前述具体说明为本发明所属领域技术人员提供一条捷径来实施该一个或多个示范性实施例。需要理解的是，在不脱离如所附权利要求及其合法的等价权利要求阐述的本发明的范围内能对元件的功能和设置作出多种修改。

Claims (15)

1.一种用于车辆的混合动力系，该混合动力系包括联接到马达的发动机，其中该马达包括多个齿轮，以及发动机包括多个汽缸，所述混合动力系包括：
构造为给所述马达提供动力的电池组；
与所述电池组通信并构造为感测所述电池组温度的温度传感器；
构造为阻尼发动机振动的电动可变变速器；
发动机控制模块，构造为提供指令以(i)提供燃料给所述多个汽缸的所有汽缸，(ii)提供燃料给所述多个汽缸的一部分汽缸，或(iii)不提供燃料给所述多个汽缸的任何汽缸；
系统控制器，构造为提供制动指令给制动衬块；和
混合动力控制模块，所述混合动力控制模块构造为与所述温度传感器通信以确定所感测的所述电池组的温度是高于还是低于第一阈值，并与所述电动可变变速器通信以便在确定所述电池组的温度低于所述第一阈值时，该混合动力控制模块提供指令给所述电动可变变速器以限制在第一模式和第二模式之间的换档指令，提供指令给所述发动机控制模块以命令多个燃料喷射器将燃料喷射到所述多个汽缸的所有汽缸，以及当所述发动机控制模块提供指令给燃料喷射器以将燃料喷射到所述多个汽缸的所有汽缸时，提供指令给所述系统控制器以提供制动指令给所述制动衬块。
2.如权利要求1所述的混合动力系，其特征在于，所述混合动力控制模块还构造为在确定所述电池组的温度高于第二阈值时提供换档指令以切换多个齿轮组的至少一个齿轮到第三模式。
3.如权利要求1所述的混合动力系，其特征在于：
所述电动可变变速器包括构造为阻尼发动机振动的扭矩阻尼器；和
混合动力控制模块还构造为：在确定所述电池组的温度低于所述第一阈值时，提供指令给所述电动可变变速器以使所述扭矩阻尼器减少供应给发动机的阻尼量。
4.如权利要求1所述的混合动力系，其特征在于，所述混合动力控制模块构造为在确定所述电池组的温度高于第二阈值时提供指令给所述发动机控制模块，命令多个燃料喷射器将燃料喷射到所述多个汽缸的一部分汽缸。
5.如权利要求1所述的混合动力系，其特征在于，所述第一阈值是0℃±3℃的温度。
6.一种操作混合动力系的方法，所述混合动力系包括混合动力控制模块，电动可变变速器，发动机控制模块和系统控制器，混合动力控制模块构造为提供指令给电动可变变速器，该电动可变变速器构造为提供换档指令给车辆的多个齿轮和从电池组模块接收动力，发动机控制模块构造为提供指令给致动器以提供燃料给多个汽缸，该致动器构造为选择性地(i)提供燃料给所述多个汽缸的所有汽缸、(ii)提供燃料给所述多个汽缸中的一部分汽缸、或(iii)不提供燃料给所述多个汽缸的任何汽缸，并且所述系统控制器构造为提供制动命令给一个或多个制动衬块，所述方法包括步骤：
确定所述电池组模块中电池组的温度是高于还是低于第一阈值；
在确定所述电池组的温度低于所述第一阈值时，提供指令给所述电动可变变速器以限制到所要运行的第一模式和第二模式的换档指令；
在确定所述电池组的温度低于所述第一阈值时，提供指令给所述发动机控制模块以命令多个燃料喷射器喷射燃料给所有汽缸；和
在所述发动机控制模块提供指令给燃料喷射器以喷射燃料给所述多个汽缸的所有汽缸时，从系统控制器提供制动指令给一个或多个制动衬块。
7.如权利要求6所述的方法，其特征在于，所述方法还包括在确定所述电池组的温度高于第二阈值时，提供换档指令以切换所述多个齿轮中的至少一个齿轮至第三模式。
8.如权利要求6所述的方法，其特征在于，所述车辆还包括发动机，所述发动机被构造为向所述电动可变变速器提供动力，所述电动可变变速器包括构造为接收指令以阻尼发动机振动的扭矩阻尼器，所述方法还包括：
在确定所述电池组的温度低于所述第一阈值时，提供指令给所述扭矩阻尼器以减少提供给发动机的阻尼量。
9.如权利要求8所述的方法，其特征在于，还包括步骤：
在确定所述电池组的温度高于第二阈值时，增加提供给发动机的阻尼量。
10.如权利要求9所述的方法，其特征在于，基于提供给所述扭矩阻尼器的动力大小与所述电池组的选定感测温度直接相关的线性函数增加提供给发动机的阻尼量。
11.如权利要求6所述的方法，其特征在于，还包括：在确定所述电池组的温度高于第二阈值时，提供指令给所述发动机控制模块以命令多个燃料喷射器喷射燃料给所述多个汽缸的一部分汽缸。
12.如权利要求6所述的方法，其特征在于，所述第一阈值是0℃±3℃的温度。
13.一种操作混合动力系的方法，所述混合动力系包括混合动力控制模块，电动可变变速器，发动机控制模块和系统控制器，混合动力控制模块构造为提供指令给电动可变变速器和发动机控制模块，该电动可变变速器构造为提供换档指令给车辆的多个齿轮并从电池组模块和发动机接收动力，且包括构造为接收指令以阻尼发动机的振动的扭矩阻尼器，该发动机控制模块构造为提供指令给致动器以提供燃料给多个汽缸，所述致动器构造为选择性地(i)提供燃料给所述多汽缸的所有汽缸、(ii)提供燃料给所述多个汽缸中的一部分汽缸、或(iii)不提供燃料给所述多个汽缸的任何汽缸，并且所述系统控制器构造为提供制动命令给一个或多个制动衬块，该方法包括步骤：
确定所述电池组模块中电池组的温度是高于还是低于第一阈值；
在确定所述电池组的温度低于所述第一阈值时，限制所述电动可变变速器在第一模式和第二模式之间的换档指令；
在确定所述电池组的温度低于所述第一阈值时，提供指令给所述扭矩阻尼器以减少提供给发动机的阻尼量；
在确定所述电池组的温度低于所述第一阈值时，提供指令给所述发动机控制模块以命令多个燃料喷射器喷射燃料给所述多个汽缸的所有汽缸；以及
在发动机控制模块提供指令给燃料喷射器以喷射燃料给所述多个汽缸的所有汽缸时，从系统控制器提供制动指令给一个或多个制动衬块。
14.如权利要求13所述的方法，其特征在于，还包括步骤：
在确定所述电池组的温度高于第二阈值时，增加提供给发动机的阻尼量。
15.如权利要求13所述的方法，其特征在于，所述第一阈值是0℃±3℃的温度。
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