CN101898549A - 混合动力电动动力系 - Google Patents

混合动力电动动力系 Download PDF

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CN101898549A
CN101898549A CN2010101424987A CN201010142498A CN101898549A CN 101898549 A CN101898549 A CN 101898549A CN 2010101424987 A CN2010101424987 A CN 2010101424987A CN 201010142498 A CN201010142498 A CN 201010142498A CN 101898549 A CN101898549 A CN 101898549A
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driving engine
vehicle
engine
starting element
change
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CN101898549B (zh
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伊哈布·S·苏里曼
瑞安·A·麦基
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Ford Global Technologies LLC
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/365—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 with the gears having orbital motion
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W30/18054—Propelling the vehicle related to particular drive situations at stand still, e.g. engine in idling state
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W30/18009—Propelling the vehicle related to particular drive situations
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/022—Clutch actuator position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1077—Change speed gearings fluid pressure, e.g. oil pressure
    • B60W2710/1083—Change speed gearings fluid pressure, e.g. oil pressure pressure of control fluid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18018—Start-stop drive, e.g. in a traffic jam
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Mechanical Engineering (AREA)
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  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
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Abstract

本发明公开了一种控制混合动力电动动力系发动机重启的方法，包括停止车辆和发动机、开始重启、估算重启开始之后重启发动机所需的时间、当估算的时间基本上等于供液并压紧启动元件所需的第二估算时间时供液并压紧变速器启动元件、以及增加启动元件的最大扭矩以加速车辆。本发明在微混合动力电动车辆中整个发动机起动期间稳定、可预测地提供了最佳车辆性能而无论车辆工况如何。

Description

混合动力电动动力系
技术领域
本发明总体上涉及混合动力电动车辆(HEV)的动力系，更为具体地，涉及在发动机重启事件期间对变速器摩擦控制元件的控制。
背景技术
混合动力电动车辆(HEV)为配置有利用至少两种不同扭矩源来推进车辆的混合动力驱动系统的车辆。作为一个非限定示例，混合动力驱动系统可将包括多级自动变速器(stepped-ratio change automatic transmission)以及内燃发动机的常规驱动系统与包括一个或多个电动马达和能够驱动电动马达或存储能量的可充电蓄能装置(例如电池)的电驱动系统组合在一起，从而相对于传统车辆改进燃料经济性。混合动力电动车辆通常根据车辆工况、电池状况和驾驶员驱动要求提供发动机运转或停机的不同动力系运转模式。因此，HEV提供的一个主要功能在于能够在某些状况下起动或停止发动机。当发动机运转时，驱动系统的电动部分可用于辅助发动机提供所需的车辆驱动力。在发动机停机的情况下，可完全通过电动马达提供驾驶员的驱动要求。
可以采用混合动力电动车辆技术的某些方面来设计机动车辆以便降低燃料消耗而不使用混合动力传动系。在这种称作微混合动力电动车辆(micro-HEV)的车辆中，在包括内燃发动机和多级自动变速器而不包括电机来驱动车轮的常规动力系中可在发动机怠速运转的情况下使发动机停机的方式来降低燃料消耗。微混合动力电动车辆动力系控制系统在停止发动机之前所检查的主要工况为驾驶员已进行制动且车辆停止，因为在常规车辆中这些工况期间发动机通常怠速。一旦驾驶员释放制动踏板则指示要求驱动车辆，动力系控制系统将自动重启发动机。
在使用带有用于发动机起动/停止的增强起动机马达的内燃发动机以及自动变速器的微混合动力电动车辆应用中，在发动机重启时以反应灵敏、稳定、可预见的方式提供车辆驱动力十分重要。由于变速器接合和应用离合器最大扭矩而引起的延迟将直接导致车轮扭矩延迟以及较差的车辆驱动力响应。
过早应用离合器最大扭矩还会在发动机重启时导致传动系扭矩振荡和潜在的发动机失速。另外，如果在发动机重启期间或之后变速器接合感觉过于粗糙，驾驶员将感觉到较差的车辆性能。温度和其它环境状况会进一步加剧这些问题。
如果在变速器档位完全接合时发动机起动，则可由于发动机瞬间起动传递至车轮而发生传动系振动。另外，在带有变矩器的自动变速器应用中，使变速器齿轮传动系完全接合而变矩器解锁在发动机起动时不必要地增加了发动机的负载。对于电动液压运转的自动变速器，使变速器档位完全接合的发动机起动策略在发动机停止期间需要辅助液压管路压力。这需要辅助泵并导致发动机关闭时的能量消耗。
微混合动力电动车辆动力系的动力系控制系统必须在发动机重启时对车辆驱动要求提供即时响应。需要一种在发动机起动期间调整离合器供液同时最小化能量消耗的策略以便提供反应灵敏、平滑、稳定、可预见的车辆驱动性能。
发明内容
本发明提供了一种控制动力系中发动机重启的方法，包括停止车辆和发动机、开始重启、估算重启开始之后发动机重启所需的时间、当估算的时间基本上等于压紧变速器启动摩擦元件所需的第二估算时间时压紧所述启动摩擦元件、以及增加启动摩擦元件的最大扭矩能力以加速车辆。本发明可用于但不限于传统的变矩器自动变速器和双离合器变速器。
该控制策略在发动机重启期间提供了平滑的传动系驱动性能和最少的能量消耗，而未在发动机重启期间使用接合方式。通过预测发动机起动结束之前的剩余时间，变速器离合器开始供液(filling)和压紧(stroking)使得启动摩擦元件(例如离合器)在发动机起动完成之时被完全压紧。由于离合器供液和压紧时间可随着运转工况和环境条件以及日益磨损而改变，执行换档控制所使用的适合的离合器供液信息可在发动机起动期间用于调节离合器供液和压紧。
这确保了不会发生过早应用离合器最大扭矩，这样可平滑地进行发动机重启而避免了由于离合器扭矩负载而产生的干扰及潜在的发动机失速。另外，可使依赖于电动泵提供的辅助液压管路压力的操作时间最小化，从而降低了能量消耗。
在微混合动力电动车辆中整个发动机频繁起动期间，无论车辆工况如何均可稳定、可预测地提供最佳车辆性能。
本发明还公开了一种混合动力电动动力系，包含：发动机；变速器，包括有启动元件和液压管路；电动力源；辅助泵，由所述动力源驱动并连接至所述液压管路；起动机，由所述动力源驱动并连接至所述发动机；控制器，配置用于停止所述发动机、使用所述起动机开始重启所述发动机、估算开始所述重启后完成所述重启所需的时间、当所述估算时间基本上等于完成压紧所述启动元件所需的第二估算时间时使用所述辅助泵压紧变速器的启动元件、并增加所述启动元件的最大扭矩以加速所述车辆。控制器还进一步配置用于使所述动力源与所述辅助泵电分离。
根据下列详细说明、权利要求和附图，本发明优选实施例的可应用范围将变得显而易见。应理解，尽管指出了本发明的优选实施例，本说明书中的描述和具体例子仅通过说明方式给出。对于本领域技术人员而言显而易见所描述的实施例和示例可作出多种改变和修改。
附图说明
图1为微混合动力电动车辆动力系的示意图。
图2为显示了图1的动力系中扭矩流与电能流的示意图。
图3A-3D为显示了在发动机起动事件期间使用的运转模式的示意图。
图4为说明了在发动机重启事件期间启动元件供液调整期间动力系变量变化的图表。
具体实施方式
结合附图参考下文的详细描述，本发明将更易理解。
现在参考附图，图1的微混合动力电动车辆10包括动力源12(例如内燃发动机)、发动机起动机马达14、自动变速器16、可驱动地连接至发动机12的变速器输入轴18、变速器输出轴24、连接至输出轴的主减速器机构26、电动辅助液压泵(EAUX)28(其输出为变速器16的液压系统提供压力)、为泵28供应电能的蓄电池30、起动机14、基于微处理器的控制器55、通过输出轴和主减速器机构可驱动地连接至驱动轮34、35的车桥轴32、33。
车辆驾驶员在自动变速模式槽42内的停车档(P)、倒车档(R)、空档(N)、前进档(D)的位置范围内以及手动变速模式槽44内的升档(+)和降档(-)位置之间手动移动换档杆40。
车辆驾驶员手动控制的加速踏板和制动踏板50、52分别向控制系统提供输入要求以改变发动机车轮扭矩及改变制动力。
摩擦控制元件(即离合器和制动器)位于变速器16内部，其调整后的接合与分离的状态产生了前进档位和后退档位。当控制元件54、56中的至少一个(但优选为两个)同时结合时产生第一前进档(低档)。变速器摩擦控制元件被称为启动元件54、56，其接合将产生启动车辆的所需档位。当发动机12停机时电动辅助泵28产生的液压管路压力用于供液并压紧启动元件54、56，从而使变速器16准备好一旦发动机完成重启便传输响应的扭矩。压紧启动控制元件54、56消除了控制元件中伺服活塞和摩擦盘组之间的间隙以及摩擦盘之间的间隙。当驱动启动元件的伺服缸中存在压紧压力时，启动元件54、56基本上没有扭矩传输能力。
变速器16还包含液压泵53(例如内齿轮泵)，其输出用于在变速器液压管路中产生压力，通过其将控制元件54、56加压至完全接合状态以配合发动机重启方式。
基于微处理器的控制器55可访问重启控制算法，通过在通信总线上传递的电子信号与发动机12、起动机14、变速器16、档位选择器40、辅助泵28、换档杆40、以及加速踏板50和制动踏板52通信。
图2显示了发动机输出扭矩TENG、起动机马达14产生的扭矩TSTARTER在节点36处结合以产生发动机起动扭矩TCRK。变速器输出扭矩TOUT从变速器16传递至主减速器24(其包括轮间差速机构)。来自电池30的电能PBAT供应至节点38，从该节点处将电能PEAUX分配至EAUX28而将起动机马达电能PSTARTER分配至起动机14。变速器输出24的扭矩TOUT传递至主减速器和差速器26以驱动车轮34、35。
在图3A中所示的发动机和变速器停机模式期间，发动机12初步停机而变速器16完全分离，即变速器随后设置为既不产生前进档也不产生后退档。电动辅助泵28未启动且未向变速器16提供任何液压。
在图3B中所示的发动机重启模式期间，使用起动机马达14产生的扭矩TSTARTER起动发动机12，同时变速器16保持完全分离而离合器未压紧。
在图3C中所示的离合器供液控制模式期间，当发动机12正在重启时，当发动机发生持续燃烧的估算时间达到启动元件充满加压液压液的所需时间时开始启动元件54、56的供液。由于电动辅助泵28向变速器16液压管路提供液压管路压力，启动元件54、56充满了液压液。电动辅助泵28使用电池30供应的电能PEAUX。在离合器供液控制模式期间，启动元件54、56不具有足以产生车辆驱动力的最大扭矩，而使用起动机马达14产生的扭矩TSTARTER起动发动机12。
在图3D中所示的发动机运转模式期间，为了在发动机12持续燃烧且开始运转之后提供车辆驱动力，通过调节启动元件的最大扭矩来提供启动元件54、56的闭环打滑控制直至启动元件上的打滑接近为零。这样，以开环方式增加其扭矩能力直至变速器在启动档位完全接合。
图4包含图表，其显示了发动机重启事件期间某些动力系变量和变速器启动离合器控制的变化。
曲线60表示初始释放制动踏板52以及车辆和发动机停止期间制动踏板被压下的距离。响应于在62处释放制动踏板52，发动机开始在84处重启。
曲线64表示换档杆40的位置，其在整个事件中处于自动变速器范围内的前进(D)位置。曲线66表示加速踏板50位置随着发动机在84处重启而产生的改变。
曲线68表示车速，显示了车速在发动机重启之前为零，一旦发动机运转，在70处车辆随着发动机重启缓慢移动并且一旦如曲线66所示加速踏板50被踩下则在72处车辆开始加速。
曲线74表示当起动机14起动发动机12时的发动机转速，曲线76表示随着发动机起动而发生发动机燃烧时的发动机转速，且曲线78表示重启之后的发动机转速。
曲线80表示估算的82处发生发动机持续燃烧之前的时间周期长度。发动机在84处开始起动。在86处，即当发生发动机持续燃烧之前的估算时间长度基本上等于启动元件供液所需的时间长度时，启动元件54、56开始供应离合器液压液。如果启动元件供液的时间周期由于温度较冷而增加或如果重启发动机12的时间更短的话，在86处开始的离合器供液可更早开始。
曲线88表示启动摩擦元件54、56中的液压，显示了在供液期间92压力增加高于压紧压力程度90，并降低至压紧压力90，随后当启动元件在94处接合时压力的增加，以及压力进一步增加96得高于固定压力以锁定启动元件从而使变速器在档位上保持接合。
曲线98显示了启动元件54、56上的打滑的变化。
曲线100显示了在启动元件供液期间92变速器液压管路压力在102处增加至EAUX泵28提供的压力104。随后，由于发动机12重启并驱动位于变速器中的泵53，液压管路压力增加至压力106，此处由变速器泵53而非电动辅助泵28提供液压。
曲线110表示EAUX泵28的开关状态。在86处当启动元件54、56开始离合器供液时，EAUX泵28打开并在发动机启动期间保持打开，并且在82处发动机运行之后关闭。
已经根据专利法规的要求描述了优选实施例。然而应注意，除了本说明书中具体说明和描述以外，可采用其它替代实施例。

Claims (6)

1.一种混合动力电动动力系，包含：
发动机；
变速器，包括有启动元件和液压管路；
电动力源；
辅助泵，由所述动力源驱动并连接至所述液压管路；
起动机，由所述动力源驱动并连接至所述发动机；
控制器，配置用于停止所述发动机、使用所述起动机开始重启所述发动机、估算开始所述重启后完成所述重启所需的时间、当所述估算时间基本上等于完成压紧所述启动元件所需的第二估算时间时使用所述辅助泵压紧变速器的启动元件、并增加所述启动元件的最大扭矩以加速所述车辆。
2.根据权利要求1所述的动力系，其特征在于，所述控制器进一步配置用于使所述动力源与所述辅助泵电分离。
3.根据权利要求1所述的动力系，其特征在于，所述控制器进一步配置用于响应于压下制动踏板而停止所述车辆和发动机。
4.根据权利要求1所述的动力系，其特征在于，所述控制器进一步配置用于响应于释放制动踏板而停止所述车辆和发动机。
5.根据权利要求1所述的动力系，其特征在于，所述控制器进一步配置用于压紧对应于在重启之后所述车辆将要启动的档位的启动元件。
6.根据权利要求1所述的动力系，其特征在于，所述控制器进一步配置用于基于所述发动机转速和所述发动机转动加速度来估算重启开始之后完成所述发动机重启所需的时间。
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