CN101592093B - 自动启动混合动力系统中的内燃机的方法 - Google Patents

自动启动混合动力系统中的内燃机的方法 Download PDF

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CN101592093B
CN101592093B CN2009101418165A CN200910141816A CN101592093B CN 101592093 B CN101592093 B CN 101592093B CN 2009101418165 A CN2009101418165 A CN 2009101418165A CN 200910141816 A CN200910141816 A CN 200910141816A CN 101592093 B CN101592093 B CN 101592093B
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combustion engine
internal
course
automatic start
engine
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CN101592093A (zh
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J·C·米勒
K·T·乔泽福维奇
M·D·卡尔
S·J·谢菲尔德
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GM Global Technology Operations LLC
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
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  • Combustion & Propulsion (AREA)
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  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

本发明涉及自动启动混合动力系统中的内燃机的方法。内燃机自动启动包括根据从发动机到变速器的期望输入转矩从多个自动启动过程中进行选择，发动所述发动机，且在发动机发动期间基于所选择的发动机自动启动过程来给所述发动机供应燃料。

Description

自动启动混合动力系统中的内燃机的方法
技术领域
本发明涉及混合动力系统的控制系统。
背景技术
该部分的内容仅提供与本发明有关的背景信息，且可能不构成现有技术。
已知的动力系统结构包括转矩发生设备，所述转矩发生设备包括例如内燃机和电机，所述转矩发生设备优选通过变速器设备传递转矩给输出构件，以推进车辆。控制系统监测来自车辆和操作者的各个输入，并提供动力系统的操作控制，包括控制变速器和转矩发生设备；和调节所述设备之间的电力互换，以管理变速器的输出，包括转矩和旋转速度。
在车辆操作期间，在发动机OFF状态用内燃机操作动力系统是有益的。因而，期望在车辆进行操作期间自动地启动(下文称为“自动启动”)内燃机的有效方法。
发明内容
一种动力系统包括内燃机，所述内燃机机械地连接到变速器，以将牵引动力传输给传动系统。一种控制动力系统的方法包括在动力系统进行操作期间指令发动机自动启动事件。确定从发动机到变速器的期望输入转矩，且基于所述期望输入转矩选择发动机自动启动过程。发动(crank)发动机，且在发动机发动期间基于所选择的发动机自动启动过程来给所述发动机供应燃料。
附图说明
现在，参考附图示意性地描述一个或更多实施例，在附图中：
图1是根据本发明的示例性动力系统的示意图；
图2是根据本发明的控制系统和动力系统的示例性结构的示意图；
图3是根据本发明的控制流程图；
图4用图表示出了根据本发明的平稳发动机自动启动过程；
图5用图表示出了根据本发明的正常发动机自动启动过程；和
图6用图表示出了根据本发明的积极性发动机自动启动过程。
具体实施方式
现在参见附图，其中所述视图仅用于图示说明某些示例性实施例的目的而不是为了限制这些实施例，图1和2示出了示例性机电混合动力系统。根据本发明的示例性机电混合动力系统在图1中示出，包括双模式、复合分离、机电混合变速器10，变速器10可操作地连接到发动机14和第一和第二电机(MG-A)56和(MG-B)72。发动机14以及第一和第二电机56和72各产生可传递给变速器10的动力。
图1和2所示的混合动力系统图示了一种示例性动力系统，参考图3-6描述的用于自动启动内燃机的过程可应用于所述动力系统。本领域技术人员能够容易地将所述方法应用于其它动力系统，包括例如各种形式的机电和液压-机械动力系统。
示例性发动机14包括多缸内燃机，所述内燃机选择性地以多个状态操作以经由输入轴12传递转矩给变速器10，发动机14可以为火花点火式或压缩点火式发动机。发动机状态可以包括发动机运行状态(’ON’)和发动机停机状态(’OFF’)。发动机14包括可操作地连接到变速器10输入轴12的曲轴(未示出)。旋转速度传感器11监测输入轴12的旋转速度。由于输入轴12上设置在发动机14和变速器10之间的转矩消耗部件(例如，液压泵(未示出)和/或转矩管理设备(未示出))，发动机14的功率输出(包括旋转速度和发动机转矩)可以不同于变速器10的输入速度NI和输入转矩TI。
示例性变速器10包括三个行星齿轮组24，26和28、和四个可选择性接合的转矩传递设备，即离合器C1 70，C2 62，C3 73，和C4 75。如在此所使用的那样，离合器指任何类型的摩擦转矩传递设备，例如包括单板或复合板离合器或组件、带式离合器和制动器。液压控制回路42可操作控制离合器状态，液压控制回路42优选地由变速器控制模块(下文称为TCM)17控制。离合器C2 62和C4 75优选地包括液压施用的旋转摩擦离合器。离合器C1 70和C3 73优选地包括液压控制的静止设备，它们可选择地挡接到变速器外壳68。每个离合器C1 70，C2 62，C3 73，和C4 75优选为液压施用的，从而经由液压控制回路42选择性地接收增压液压流体。
第一和第二电机56和72优选包括三相AC电机，各包括定子(未示出)和转子(未示出)、以及相应的解析器80和82。每个电机的电动机定子挡接到变速器外壳68的外部，且包括定子核芯，所述定子核芯带有从其延伸的卷绕电绕组。第一电机56的转子支撑在毂衬齿轮上，所述毂衬齿轮经由第二行星齿轮组26可操作地附接到轴60。第二电机72的转子固定地附接到套轴毂66。
每个解析器80和82信号地和可操作地连接到变速器功率逆变器控制模块(下文称为TPIM)19，且每个传感和监测解析器转子相对于解析器定子的旋转位置，从而监测第一和第二电机56和72中的相应电机的旋转位置。此外，从解析器80和82输出的信号被编译以提供第一和第二电机56和72的旋转速度(即，分别为NA和NB)。
变速器10包括输出构件64，例如轴，输出构件64可操作地连接到车辆(未示出)的传动系统90，以提供输出功率给例如车轮93(图1中示出了一个车轮)。所述输出功率特征为输出旋转速度NO和输出转矩TO。变速器输出速度传感器84监测输出构件64的旋转速度和旋转方向。每个车轮93优选配备有适于监测车轮速度VSS-WHL的传感器94，所述传感器的输出由关于图2描述的分布式控制模块系统的控制模块监测，以确定车辆速度、以及绝对和相对车轮速度，以用于制动控制、牵引控制和车辆加速管理。
来自发动机14以及来自第一和第二电机56和72的输入转矩作为从燃料或存储在电能存储设备(下文称为ESD)74中的电势进行能量转换的结果产生。ESD74经由DC传递导体27高压DC连接到TPIM19。传递导体27包括接触器开关38。在正常操作下，当接触器开关38闭合时，电流可以在ESD74和TPIM19之间流动。当接触器开关38断开时，在ESD74和TPIM19之间电流流动被中断。TPIM19通过传递导体29与第一电机56来回传输电能，且TPIM19类似地通过传递导体31与第二电机72来回传输电能，以响应于第一和第二电机56和72的转矩指令从而实现输入转矩TA和TB。电流根据ESD74是充电还是放电而传输给ESD74或从ESD74传输。
TPIM19包括功率逆变器对(未示出)和相应的电动机控制模块(未示出)，所述电动机控制模块构造为接收转矩指令且据此控制逆变器状态，以提供电动机驱动或再生功能，以便实现输入转矩TA和TB。功率逆变器包括已知的互补三相功率电子设备，且每个包括多个绝缘栅双极晶体管(未示出)，以通过高频切换而将来自ESD74的DC功率转换为AC功率从而给相应的第一和第二电机56和72供以动力。绝缘栅双极晶体管形成设置为接收控制指令的开关模式电源。每个三相电机的每个相位通常有一对绝缘栅双极晶体管。绝缘栅双极晶体管的状态被控制，以提供电动机驱动机械功率发生或电功率再生功能。三相逆变器经由传递导体29和31中的相应一个接收DC电功率，并将DC电功率转换成三相AC功率，三相AC功率传递给第一和第二电机56和72，以操作为电动机；或经由传递导体29和32中的相应一个提供DC电功率，DC电功率从来自于第一和第二电机56和72传递的三相AC功率转换，以操作为发电机。
图2是分布式控制模块系统的示意性框图。其后所述的元件包括总体车辆控制结构的子集，且提供图1所述的示例性动力系统的协调系统控制。分布式控制模块系统综合有关的信息和输入，且执行算法以控制各种致动器来满足控制目标，包括关于燃料经济性、排放、性能、可驱动性、和硬件(包括ESD74电池以及第一和第二电机56和72)保护的目标。分布式控制模块系统包括发动机控制模块(下文称为ECM)23、TCM17、电池组控制模块(下文称为BPCM)21和TPIM19。混合控制模块(下文称为HCP)5提供ECM23、TCM17、BPCM21和TPIM19的监督控制和协调。用户界面(UI)13可操作地连接到多个设备，车辆操作者通过所述UI13控制或指导机电混合动力系统的操作。该设备包括加速踏板113(AP)、操作者制动踏板112(BP)、变速器档位选择器114(PRNDL)和车辆速度巡航控制器(未示出)，操作者转矩请求从加速踏板113确定。变速器档位选择器114可具有离散数量的操作者可选择的位置，包括输出构件64的旋转方向以允许向前和向后方向之一。
前述控制模块经由局域网络(下文称为LAN)总线6与其它控制模块、传感器和致动器通信。LAN总线6允许操作参数状态和致动器指令信号在各种控制模块之间进行结构化通信。所采用的具体通信协议是依应用而定的。LAN总线6和合适的协议在前述控制模块和提供诸如防抱死制动、牵引控制和车辆稳定性的功能的其它控制模块之间提供稳定信息传递和多控制模块接口连接。多个通信总线可用于改进通信速度且提供一些级别的信号冗余和整体性。各个控制模块之间的通信也可以使用直接链路(例如，串行外围接口(SPI)总线(未示出))实现。
HCP 5提供动力系统的监督控制，用于协调ECM23、TCM17、TPIM19和BPCM21的操作。基于来自用户界面13和动力系统(包括ESD74)的多个输入信号，HCP 5产生多个指令，包括：操作者转矩请求(TO_REQ)、到传动系统90的指令输出转矩(TCMD)、发动机输入转矩指令、变速器10的转矩传递离合器C1 70，C2 62，C373，C4 75的离合器转矩；以及第一和第二电机56和72的转矩指令。TCM17可操作地连接到液压控制回路42，且提供多种功能，包括监测各种压力感测设备(未示出)，产生并传输各个螺线管(未示出)的控制信号，从而控制液压控制回路42中所包含的压力开关和控制阀。
ECM23可操作地连接到发动机14，且用于从多个传感器获取数据并经过多个离散线路(为了简单起见示出为集总双向接口电缆35)控制发动机14的致动器。ECM23从HCP5接收发动机输入转矩指令。ECM23基于所监测到的传送给HCP5的发动机速度和负载及时地确定此时提供给变速器10的实际发动机输入转矩TI。ECM23监测来自旋转速度传感器11的输入以确定输入轴12的发动机输入速度，其转换为变速器输入速度NI。ECM23监测来自传感器(未示出)的输入以确定其它发动机操作参数的状态，例如包括歧管压力、发动机冷却剂温度、环境空气温度和环境压力。发动机负载可以例如从歧管压力或可替换地从监测加速踏板113的操作者输入确定。ECM23产生并传送指令信号以控制发动机致动器，例如包括燃料喷射器、点火模块和节气门控制模块(均未示出)。
TCM17可操作地连接到变速器10，且监测来自传感器(未示出)的输入以确定变速器操作参数状态。TCM17产生并传送指令信号以控制变速器10，包括控制液压回路42。从TCM17到HCP5的输入包括每个离合器(即，C1 70，C2 62，C3 73，和C4 75)的估计离合器转矩、和输出构件64的旋转输出速度NO。可使用其它致动器和传感器，以从TCM17提供附加信息给HCP5以用于控制目的。TCM17监测来自压力开关(未示出)的输入，并选择性地起用压力控制螺线管(未示出)，并切换液压回路42的螺线管(未示出)以选择性地起用多个离合器C1 70，C2 62，C3 73，和C4 75，从而实现多个变速器操作范围状态，如下文所述。
BPCM21信号连接到传感器(未示出)以监测ESD74，包括电流和电压参数状态，以提供表示ESD74电池参数状态的信息给HCP5。电池的参数状态优选包括电池电荷状态、电池电压、电池温度和可利用的电池功率(称为范围PBAT_MIN到PBAT_MAX)。
控制模块ECM23、TCM17、TPIM19、和BPCM21中的每个优选为通用数字计算机(其包括微处理器或中央处理单元)；存储介质(包括只读存储器(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-数字转换和数字-模拟转换电路；输入/输出电路和设备和合适的信号调节和缓冲电路。每个控制模块具有一组控制算法，所述控制算法包括常驻程序指令和标定，其存储在一个存储介质中且被执行提供每个计算机的相应功能。控制模块之间的信息传递优选地使用LAN总线6和串行外围接口总线完成。控制算法在预定循环周期期间执行，以便每个算法在每个循环周期执行至少一次。存储在非易失性存储设备中的算法通过中央处理单元之一执行，以监测来自感测设备的输入，并使用预定标定来执行控制和诊断例程，从而控制致动器的操作。循环周期以规则间隔进行，例如在动力系统进行操作期间每3.125，6.25，12.5，25和100毫秒。可替换地，算法可响应于事件发生而被执行。
示例性动力系统选择性地以多个操作范围状态之一操作，所述操作范围状态可以描述为发动机状态(包括发动机ON状态和发动机OFF状态之一)和变速器状态(包括多个固定档位和连续可变操作模式)，参见表1描述如下。表1
Figure G2009101418165D00071
每个变速器操作范围状态在表中描述，且表示对每个操作范围状态哪些具体的离合器C1 70，C2 62，C3 73，和C4 75被施用。通过仅施用离合器C1 70以“挡接”第三行星齿轮组28的外齿轮构件，选定第一连续可变模式，即EVT Mode I或MI。发动机状态可以是ON(MI_Eng_On)或OFF(MI_Eng_Off)之一。通过仅施用离合器C2 62以将轴60连接到第三行星齿轮组28的行星架，选定第二连续可变模式，即EVT Mode II或MII。发动机状态可以是ON(MII_Eng_On)或OFF(MII_Eng_Off)之一。为了描述目的，当发动机状态为OFF时，发动机输入速度等于0转/分(RPM)，即，发动机曲轴和输入构件12未旋转。固定档位操作提供变速器10输入-输出速度的固定比操作，即NI/NO。第一固定档位操作(FG1)通过施用离合器C1 70和C4 75选定。第二固定档位操作(FG2)通过施用离合器C1 70和C2 62选定。第三固定档位操作(FG3)通过施用离合器C2 62和C4 75选定。第四固定档位操作(FG4)通过施用离合器C2 62和C3 73选定。由于行星齿轮24，26和28中降低的传动比，输入-输出速度的固定比操作随着增加的固定档位操作而增加。第一和第二电机56和72的旋转速度(分别为NA和NB)取决于由离合装置限定的机构的内部旋转，且与输入轴12处测量的输入速度成比例。
响应于由用户界面13捕获的经由加速器板113和制动踏板112的操作者转矩请求TO_REQ，HCP5和一个或更多的其它控制模块确定旨在满足在输出构件64处执行并传递给传动系统90的操作者转矩请求TO_REQ的指令输出转矩TCMD。最终车辆加速受其它因素影响，包括例如道路负载、道路坡度和车辆质量。变速器10的操作范围状态基于动力系统的各种操作特性和操作者转矩请求来确定。变速器操作范围状态和发动机状态可以基于由指令引起的动力系统转矩需求判定，以便以电能发生模式或转矩发生模式操作第一和第二电机56和72。所述操作范围状态可以用优化算法或例程确定，所述优化算法或例程根据操作者动力需求、电池电荷状态、和发动机14以及第一和第二电机56和72的能量效率确定最优系统效率。控制系统基于所执行的优化例程的结果管理来自发动机14以及第一和第二电机56和72的转矩输入，且优化系统效率从而管理燃料经济性和电池充电。另外，操作可以根据部件或系统中的故障确定。HCP5监测转矩发生设备，且确定实现期望输出转矩所需要的来自于变速器10的功率输出，以满足操作者转矩请求。从上述说明应当清楚，ESD74以及第一和第二电机56和72电气可操作地连接以用于它们之间的功率流。此外，发动机14、第一和第二电机56和72、和机电变速器10被机械可操作地连接，以在它们之间传递动力并将机械功率传输给输出构件64。
图3示出了由钥匙接通、发动机OFF状态开始的自动启动过程的控制流程图，其实施例参考图1和2所示的动力系统进行描述。在发动机启动事件期间，HCP5指令ECM23启动发动机14，并协调控制模块来操作动力系统。ECM23控制发动机致动器位置(包括，节气门位置、进气和/或排气阀定时和定相、发动燃料质量喷射、火花正时、和EGR阀位置)。HCP5指令TPIM19控制第一电机56，以使发动机14转动。优选地，发动机停止时相对于上止点的发动前位置是已知的。ECM23基于发动机关闭时已知的发动前位置和/或来自旋转速度传感器11的信号输出来控制气缸中的发动燃料质量喷射正时和点火。在该实施例中，当发动机曲轴速度、发动燃料质量和火花正时处于或高于预定阈值时，ECM23确定发动机14处于ON。ECM23控制发动机14实现发动机输入转矩。
在车辆操作期间，动力系统处于钥匙接通状态，发动机状态是OFF，且变速器10以表1所述的操作范围状态之一操作。HCP5监测电池功率参数和操作者转矩请求，以确定何时自动启动发动机14是理想的。HCP5指令ECM23，以指令发动机14转变成发动机ON状态。该过程称为发动机自动启动过程(600)。
HCP5监测加速踏板113和制动踏板112以确定操作者转矩请求，并监测来自于BPCM21的输出(包括电池电荷状态)(601)。该监测在动力系统进行操作期间连续进行。该监测在框601中表示，且是“在循环之外”，表示该监测在车辆进行操作期间连续发生，而不仅仅在自动启动过程期间发生。借助于HCP5、ECM23、BPCM21和TCM17之间达成一致，基于操作者转矩请求、ESD74电荷状态、电功率再生、寄生转矩消耗(parasitic torque sink)(包括道路负载)、发动机14、第一和第二电机56和72以及变速器10的操作范围来确定从发动机14到变速器10的期望转矩输入(即最终裁定曲轴转矩)(602)。
HCP5基于最终裁定曲轴转矩选择发动机自动启动过程(604)。在实施例中描述了三个发动机自动启动过程，包括平稳、正常和积极性发动机自动启动过程。优选发动机自动启动过程基于最终裁定曲轴转矩选定(604)。每个发动机自动启动过程包括控制致动器，发动发动机14至预定曲轴速度，在每个气缸事件期间根据预定数量的气缸事件的预定发动燃料质量曲线来喷射发动燃料质量，和检测发动机14何时处于ON状态。控制致动器可以包括节气门位置、在发动机14如此配备时进气和/或排气阀定时和定相、发动燃料质量喷射、火花正时、和EGR阀位置，其中的每个基于特定发动机和发动机类型(例如，压缩点火式、火花点火式、均质充气压缩点火式、和火花点火直喷式发动机之一)调整。施加用以发动发动机14的转矩可以基于所选择的发动机自动启动过程变化，且在本实施例中可以使用第一电机56来完成，或在可选实施例中可以使用启动电动机(未示出)来完成。发动机自动启动过程可以关于自动启动过程中的发动燃料质量曲线(Crank Fuel Mass)、预定发动机曲轴速度(RPM)、和多个气缸事件来描述。
当来自于发动机14的期望输入转矩实质上不用于传输牵引转矩给传动系统时(例如，在用于将需要转矩传输用以主要给ESD74充电、寄生负载、和/或在加速踏板113未被压下时的情况下)，优选选择平稳发动机自动启动过程。在示例性动力系统中，当最终裁定曲轴转矩小于约20N*m时，选择平稳发动机自动启动过程。图4示出了平稳发动机自动启动过程。
当来自于发动机14的期望输入转矩主要用于传输牵引转矩给传动系统但在小于加速踏板完全压下时，优选选择正常发动机自动启动过程。在示例性动力系统中，当最终裁定曲轴转矩在约20N*m和约60N*m之间时，启动正常发动机自动启动过程。图5示出了正常发动机自动启动过程。
当来自于发动机14的期望输入转矩主要用于传输牵引转矩给传动系统且在加速踏板大致完全压下时，优选选择积极性发动机自动启动过程。宽开启节气门状况可以启动积极性发动机自动启动过程。在示例性动力系统中，当最终裁定曲轴转矩高于约60N*m时，启动积极性发动机自动启动过程。图6示出了积极性发动机自动启动过程。
在选择发动机自动启动过程之后，HCP确定在发动机启动期间要进行的多个气缸事件(606)。气缸事件的数量是预定值且可以基于发动机14中气缸的数量。平稳发动机自动启动过程包括两个发动机循环。正常和积极性发动机自动启动过程包括三个发动机循环。
在确定气缸事件的数量之后确定每个气缸事件的发动燃料质量(608)。在每个气缸事件期间喷射的发动燃料质量可以基于传感器测量值、发动机自动启动过程燃料曲线、存储在一个控制模块中的存储器设备中的查询表和公式来确定。冷却剂温度测量值(未示出)和进气空气质量流量估算值优选用于确定发动燃料质量(603)。冷却剂温度测量值和进气空气质量流量估算值在框603中指示，且是“在循环之外”，表示该监测连续发生，而不仅仅在自动启动过程期间发生。基于发动机启动过程燃料曲线和气缸事件的数量的查询表包括关于测量的冷却剂温度和进气空气质量流量和相应发动燃料质量的存储数据。一旦测量冷却剂温度和确定进气空气质量流量，所述值就设置在查询表中且确定相应发动燃料质量。该存储数据可以用实验方法确定，且在发动机操作期间可以调整。在发动机状况变化时，测量值和估算值可以连续更新。于是可以对于后续气缸事件调整发动燃料质量。
发动机自动启动过程中的每个可以具有不同的燃料曲线，如示例性自动启动过程图4，5和6中所示。图4描绘了平稳发动机自动启动过程的示例性发动燃料质量曲线。所述平稳发动机自动启动燃料曲线包括第一发动机循环的最大发动燃料和后续发动机循环的减小的发动燃料质量。图5描绘了正常发动机自动启动过程的示例性发动燃料质量曲线。所述正常发动机自动启动燃料曲线包括第一发动机循环和几个随后气缸事件的最大发动燃料，之后跟随有后续气缸事件的减小的发动燃料质量。图6描绘了积极性发动机自动启动过程的示例性发动燃料质量曲线。所述积极性发动机自动启动燃料曲线包括用于多个气缸事件中的每个的大致最大的发动燃料质量。
框610启动发动机14的发动。发动机可以用发动机起动器(未示出)或第一电机56中的一个或两者来发动。发动机14基于所选择的发动机自动启动过程发动至预定发动机曲轴速度。所述发动机自动启动过程中的每个可以具有在给发动机14供应燃料之前实现的不同的预定发动机曲轴速度。在发动机14实现预定发动机曲轴速度之后，对所述多个气缸事件中的每个可以喷射发动燃料质量(612)。在发动机发动和发动燃料质量喷射期间，监测发动机操作(614)。
在框(604)到(610)期间，HCP5监测加速踏板113。当加速踏板113中的变化表示已经发生从操作者转矩请求增加时，在框(602)可以再次确定最终裁定曲轴转矩且可以再次启动自动启动过程。加速踏板113表示的操作者转矩请求中的变化增加优选足够显著，以将发动机自动启动过程从平稳发动机自动启动过程变为正常或积极性发动机自动启动过程，或从正常自动启动过程变为积极性自动启动过程。
在完成所述多个气缸事件之后，可以基于发动机曲轴速度、发动燃料质量和火花正时来确定发动机14是否处于发动模式(616)。如果发动机曲轴速度、发动燃料质量和火花正时低于预定阈值，那么发动机14仍处于发动模式，且在框(601)中可以基于监测的发动机状况来确定新的最终裁定曲轴转矩，且可以再次启动新的发动过程。当发动机曲轴速度、发动燃料质量和火花正时处于或高于预定阈值时，发动机14被确定为ON，且如果已经达到所述阈值，可以使发动机操作转变为发动机运行模式(618)且退出钥匙接通、发动机OFF状态(620)。然后ECM23控制发动机输入转矩。
如上文所述，与上文所述相同的方法可应用于工作于具有操作策略的其它动力系统中的发动机启动，所述操作策略包括在动力系统进行操作期间自动停止和启动发动机。另一示例性动力系统包括带式发电起动器(BAS)系统。在BAS系统中，在停止期间，发动机可以关闭，并然后启动用于电池再次充电和多个加速状况。电动机可用于给电池再次充电，或在发动机加速期间通过发动机机械地提供转矩。在这些情况中的每个中，可以基于期望操作者转矩来选择发动机启动过程。这可以包括使用机电和液压-机械的动力系统、以及其它变速器系统。
应当理解的是，在本发明的范围内允许变型。本发明已经具体参照一些优选实施例及其变型进行了描述。在阅读和理解说明书之后，可以想到进一步的变型和修改。旨在包括落入本发明范围内的所有这种变型和修改。

Claims (18)

1.一种控制动力系统的方法，所述动力系统包括内燃机，所述内燃机机械地连接到变速器，以将牵引动力传输给传动系统，所述方法包括：
在动力系统进行操作期间指令内燃机自动启动事件；
基于操作者转矩请求和电池电荷状态来确定从内燃机到变速器的期望输入转矩，所述电池电连接以将功率传输给所述动力系统；
基于所述期望输入转矩选择内燃机自动启动过程，包括基于所述期望输入转矩选择平稳内燃机自动启动过程、正常内燃机自动启动过程和积极性自动启动过程中的一个；
发动内燃机；和
基于所选择的内燃机自动启动过程在内燃机发动期间给所述内燃机供应燃料。
2.根据权利要求1所述的方法，还包括：当来自于内燃机的期望输入转矩实质上不用于将牵引转矩传输给所述传动系统时，选择所述平稳内燃机自动启动过程。
3.根据权利要求2所述的方法，其中，选择所述平稳内燃机自动启动过程还包括：当所述期望输入转矩小于约20N*m时，选择所述平稳内燃机自动启动过程。
4.根据权利要求1所述的方法，还包括：当来自于内燃机的期望输入转矩主要用于将牵引转矩传输给所述传动系统且对应于小于加速踏板大致全部压下时，选择所述正常内燃机自动启动过程。
5.根据权利要求4所述的方法，其中，选择所述正常内燃机自动启动过程还包括：当所述期望输入转矩大于约20N*m且小于约60N*m时，选择所述正常内燃机自动启动过程。
6.根据权利要求1所述的方法，还包括：当来自于内燃机的期望输入转矩主要用于将牵引转矩传输给所述传动系统且对应于加速踏板大致全部压下时，选择所述积极性内燃机自动启动过程。
7.根据权利要求6所述的方法，其中，选择所述积极性内燃机自动启动过程还包括：当所述期望输入转矩大于约60N*m时，选择所述积极性内燃机自动启动过程。
8.根据权利要求6所述的方法，还包括：
将所述内燃机发动至预定速度；和
基于对所述积极性内燃机自动启动过程预先确定的发动燃料质量曲线来给所述内燃机供应燃料。
9.根据权利要求1所述的方法，还包括：
将所述内燃机发动至预定速度；和
基于对所选择的内燃机自动启动过程预先确定的发动燃料质量曲线来给所述内燃机供应燃料。
10.根据权利要求9所述的方法，还包括：当选择积极性内燃机自动启动过程时，对于每个气缸事件以大致最大的发动燃料质量给内燃机供应燃料。
11.一种控制动力系统的方法，所述动力系统包括机电变速器，所述机电变速器机械可操作地连接到内燃机以及第一和第二电机，以将机械功率传输给输出构件，所述方法包括：
在动力系统进行操作期间指令内燃机自动启动事件；
基于操作者转矩请求和电池电荷状态来确定从内燃机到变速器的期望输入转矩，所述电池电连接以将功率传输给所述动力系统；
基于所述期望输入转矩选择内燃机自动启动过程，包括基于所述期望输入转矩选择平稳内燃机自动启动过程、正常内燃机自动启动过程和积极性自动启动过程中的一个；
发动内燃机；和
基于所选择的内燃机自动启动过程在内燃机发动期间给所述内燃机供应燃料。
12.根据权利要求11所述的方法，还包括：当来自于内燃机的期望输入转矩实质上不用于将牵引转矩传输给所述传动系统时，选择所述平稳内燃机自动启动过程。
13.根据权利要求11所述的方法，还包括：当来自于内燃机的期望输入转矩主要用于将牵引转矩传输给所述传动系统且对应于小于加速踏板大致全部压下时，选择所述正常内燃机自动启动过程。
14.根据权利要求11所述的方法，还包括：当来自于内燃机的期望输入转矩主要用于将牵引转矩传输给所述传动系统且对应于加速踏板大致全部压下时，选择所述积极性内燃机自动启动过程。
15.根据权利要求14所述的方法，还包括：
将所述内燃机发动至预定速度；和
基于对所述积极性内燃机自动启动过程预先确定的发动燃料质量曲线来给所述内燃机供应燃料。
16.根据权利要求11所述的方法，还包括：
将所述内燃机发动至预定速度；和
基于对所选择的内燃机自动启动过程预先确定的发动燃料质量曲线来给所述内燃机供应燃料。
17.根据权利要求16所述的方法，还包括：当选择积极性内燃机自动启动过程时，对于每个气缸事件以大致最大的发动燃料质量给内燃机供应燃料。
18.一种控制内燃机的方法，所述内燃机机械可操作地连接到机电变速器，所述方法包括：
在动力系统进行操作期间指令内燃机自动启动事件；
基于操作者转矩请求和电池电荷状态来确定从内燃机到变速器的期望输入转矩，所述电池电连接以将功率传输给所述动力系统；
基于所述期望输入转矩选择内燃机自动启动过程，包括基于所述期望输入转矩选择平稳内燃机自动启动过程、正常内燃机自动启动过程和积极性自动启动过程中的一个；
发动内燃机；
基于所选择的内燃机自动启动过程在内燃机发动期间给所述内燃机供应燃料；
其中，基于所述期望输入转矩来选择所述内燃机自动启动过程包括：
当来自于内燃机的期望输入转矩实质上不用于将牵引转矩传输给所述传动系统时，选择平稳内燃机自动启动过程，
当来自于内燃机的期望输入转矩主要用于将牵引转矩传输给所述传动系统且对应于小于加速踏板大致全部压下时，选择正常内燃机自动启动过程，和
当来自于内燃机的期望输入转矩主要用于将牵引转矩传输给所述传动系统且对应于加速踏板大致全部压下时，选择积极性内燃机自动启动过程。
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US20090299586A1 (en) 2009-12-03
US8099203B2 (en) 2012-01-17

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