CN103043052A - 混合动力系和重新起动发动机的方法 - Google Patents

混合动力系和重新起动发动机的方法 Download PDF

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CN103043052A
CN103043052A CN2012103322949A CN201210332294A CN103043052A CN 103043052 A CN103043052 A CN 103043052A CN 2012103322949 A CN2012103322949 A CN 2012103322949A CN 201210332294 A CN201210332294 A CN 201210332294A CN 103043052 A CN103043052 A CN 103043052A
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motor
engine
energy storing
storing device
voltage
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CN103043052B (zh
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A.G.霍尔姆斯
S.S.霍金斯
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GM Global Technology Operations LLC
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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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
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    • B60K6/28—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 electric energy storing means, e.g. batteries or capacitors
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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
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    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/006—Starting of engines by means of electric motors using a plurality of electric motors
    • 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
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    • 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
    • B60K6/26—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 motors or the generators
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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Abstract

一种具有发动机、起动电动机、传动系、和电动机/发动机的混合动力系，其中传动系连接起动电动机和发动机。带式传动系连接电动机/发动机和发动机。动力系包括具有电压的第一运行范围的第一能量存储装置和具有电压的第二运行范围的第二能量存储装置，其中第二运行范围与第一运行范围至少部分重合。控制器将开关装置置于接通状态这样第一能量存储装置与第二能量存储装置连接，或置于断开状态，其中第一能量存储装置与第二能量存储装置断开。控制器将开关装置置于断开状态，且使得起动电动机和电动机/发电机由来自第一能量存储装置的能量提供功率，以重新起动发动机。

Description

混合动力系和重新起动发动机的方法
技术领域
本发明涉及一种具有起动电机和用来重新起动发动机的电动机/发电机的混合动力系。
背景技术
通过利用电动机/发电机和内燃发动机以及随车携带的控制器，混合车辆提供低的燃料消耗和耗散，其中控制器编程为在不同的行车条件下改变发动机和电动机/发电机的使用来达到最高效率。
有一种类型的混合电动车辆称为传动带-交流发电机-起动器混合（belt-alternator-starter）车辆。这种车辆具有通过传动带和滑轮系统运转地连接到发动机曲轴的电动机/发电机。电动机/发电机用来通过钥匙起动（keystart）来起动发动机且在再生制动中由发动机再充电。“钥匙起动”或“首次起动”代表发动机完全停运一段较长的时间后发动机首次起动。钥匙起动通常由车辆操作员将钥匙插进点火装置并旋转钥匙至钥匙朝上（key-up）或更远的钥匙起动（key crank）位置。这与“快速起动”或“重新起动”形成对比，后者发生行车条件许可时发动机被电子控制器临时关闭之后，例如当车辆在停车信号灯前停止。这帮助降低排放以及增加燃料经济性。高压电池（例如，120伏电池）通常用来为完成重新起动提供足够动力，也用在再生制动中。
大部分混合车辆还采用低电压电池（例如，12伏电池）驱动典型的机动车辆附件，例如前灯、音频系统、ECU和其他电子部件。假如已激活APM（仅在发动机运转之后），低电压电池还可通过高电压电池充电（通过辅助能量模块（“APM”），也称为DCDC转换器，将能量从高电压转换成低电压）。这里所用的“激活”APM指的是促使APM开始将高电压水平转换为低电压水平，反之亦然。
不同的混合机动车辆在执行混合机动车辆的钥匙起动中可不同地使用高和低电压电池系统。在混合机动车辆的一种配置中，利用高电压电池执行钥匙起动，而低电压电池留下来为车辆附件提供动力而不用在钥匙起动过程中。在另一种配置中，在钥匙起动中利用低电压电池给起动电动机提供动力以起动发动机，高电压电池用在重新起动中而不用在钥匙起动。在钥匙起动后低电压电池还用来为机动车辆附件提供动力。在另一种混合车辆配置中，起动电动机在钥匙起动中首先将发动机转至一档，电动机/发电机由高电压电池提供动力，之后与起动电动机一起协作辅助发动机转至最终起动速度。在一些配置中，当在钥匙起动中使用低电压电池时，APM将存储在高压电池中的能量转换为低电压电池的电压水平。
发明内容
提供了一种具有两个能量存储装置的动力系，其中两个能量存储装置通过开关装置可选择地连接，在发动机重新起动中和其他操作模式中，例如钥匙起动和能量存储设备充电中，控制流向起动电动机和电动机/发电机的功率。在大部分运行条件下使用全部两个能量存储装置。这允许动力系采用相对小型的电动机/发电机运行和采用电压低于混合车辆通常所用的电压的能量存储装置运行，在不降低驾驶质量且保持了燃料经济性的同时削减了动力系的总成本。
特别地，提供了一种包括发动机、起动电动机和电动机/发电机的混合动力系。传动机构运转地将起动电动机和发动机连接起来。传动带驱动机构运转地连接电动机/发电机和发动机。动力系具有第一能量存储装置和第二能量存储装置。第一能量存储装置可在具有第一最小电压和第一最大电压的运行电压的第一范围内运行。第二能量存储装置可在具有第二最小电压和第二最大电压的运行电压的第二范围内运行。运行电压的第一范围与第二运行电压至少部分重合，其中第二最大电压比第一最小电压大，而比第一最大电压小。
开关装置可选择地运行在接通状态和断开状态。第一能量存储装置和第二能量存储装置当开关装置处于接通状态时运转地彼此连接，当开关装置处于断开状态时运转地彼此断开。控制器运转地连接至开关装置、起动电动机和电动机/发电机。可以操作控制器使开关装置处于断开状态，且在发动机的重新起动中使用第一能量存储装置为起动电动机和电动机/发电机提供动力。在发动机的重新起动中当开关装置处于断开状态，起动电动机和电动机/发电机仅与第二能量存储装置可运转地连接。当动力系的运行参数与预设的参考参数至少相差预设值时开关装置可能处于接通状态。例如，如果发动机运行温度或一个能量存储装置的运行温度低于预设值，开关装置可能处于接通状态。这可允许在相对冷的环境重新起动中利用第二能量存储装置，其中该第二能量存储装置可以是铅酸电池。
在一个实施例中，可操作控制器使起动电机和电动机/发电机共同用在整个发动机重新起动中。在另一个实施例中，在重新起动的开始阶段仅为起动电动机提供功率，在重新起动过程中只有当从重新起动的开端起超出预定时间值后或发动机达到预定速度后才为电动机/发电机提供功率。控制器还可确定重新起动何时完成，且如果开关装置不是已经位于接通状态则促使其进入接通状态。
控制器还可操作为优势地协调开关装置、电动机/发电机和起动电动机的运行，以在其他车辆运行状态中（例如在钥匙起动中）管理功率流动，为一个或全部两个能量存储装置充电，再生制动，和准备发动机的自动关闭后的重新起动。
从下文中对实现本发明的最佳模式的有附图的详细描述可知，本发明的上述特征和优势以及其他特征和优势是很明显的。
附图说明
图1是具有起动电动机和运转地连接至发动机的电动机/发电机的混合动力系的示意图；和
图2是重新起动图1所示发动机的方法的流程图。
具体实施方式
参考附图，其中相同的附图标记在若干幅视图中代表相同的部件，图1显示了具有混合动力系11的车辆10的一部分，其中混合动力系11包括内燃机12，内燃机12带有输出构件14，例如曲轴，运转地连接至变速器18的输入构件16。变速器18包括传动装置和离合器（未示出），通过该传动装置和离合器，扭矩从输入构件16流向输出构件20并穿过主驱动器21至车轮23来推动车辆10。所示的车轮23可以是前轮或后轮。没有示出的第二对车轮也可以由动力系11驱动，或也可以无动力驱动。
发动机12包括曲轴箱22和气缸体24。发动机飞轮25与曲轴14一同转动。两个用来起动发动机12的不同部件可运转地连接至曲轴14。起动电机26通过齿轮传动系28运转地连接至曲轴14。齿轮传动系28包括起动齿轮30和位于飞轮25上的外部齿轮34。起动齿轮30与起动电机26的轴31连接以一同旋转。螺线管32可选择地通电（energizable）以沿着轴31移动起动齿轮30至与飞轮25上的外部齿轮34啮合。
电动机/发电机36还可运转地连接至曲轴14来起动发动机12。电动机/发动机36通过驱动系37运转地连接至曲轴14，其中驱动系37包括传动带38，传动带38啮合滑轮40，该滑轮40连接为与电动机/发电机36的轴一起旋转，传动带38还啮合滑轮42，该滑轮42连接为与曲轴14一起旋转。电动机/发电机36可称为传动带-交流发电机-起动器，可配置为由12伏电压提供功率。在另一个实施例中，驱动系37包括替代传动带38的链条和替代滑轮40、42的链轮。驱动系37的两个实施例在此都称为“带式驱动系统”。电动机/发电机36具有整合式功率逆变器39，将能量存储装置50、52的其中之一或全部两个提供的直流电转换成为电动机/发电机36提供动力所需要的交流电，使其作为电动机运行，而当电动机/发电机36作为发电机运行时，将交流电转换为引导至能量储存装置50、52的直流电。
第一能量储存装置50和第二能量储存装置52在不同的运行条件下分别或共同使用，为发动机12的钥匙起动或重新起动提供功率。第一能量储存装置50可以是锂离子电池。第一能量储存装置50每个电芯的额定电压为3.75伏，4个电芯总额定电压为15伏，而第二能量存储装置52每个电芯的额定电压为2伏，6个电芯的总额定电压为12伏。第一能量存储装置50可在位于其端子51、53之间的运行电压的第一范围内运行，该第一范围具有第一最小电压和第一最大电压。第一能量存储装置50的第一最小电压可以是每个电芯2伏，总最小电压8伏，例如在钥匙起动中。第一能量存储装置50的第一最大电压可以是每个电芯4.25伏，总最大电压17伏。第一能量存储装置的第一最大电压只有在这里讨论的再生制动下，利用电动机/发电机36，并且开关装置54处于断开状态才能够达到。当再生制动事件结束，第一能量存储装置50中的电压会降至大约15伏，且开关装置54将再次处于接通状态。
第二能量储存装置52可以是铅酸电池。第二能量储存装置52可具有约12伏的额定电压，其中在端子55、57之间的运行电压的第二范围，在钥匙起动中具有每个电芯约1.33伏、6个电池总最小电压约8伏的第二最小电压。第二能量储存装置52的第二最大电压可以是每个电芯约2.5伏总第二最大电压15伏，例如在快速充电中。这样，运行电压的第一和第二范围至少部分重合，即，交叠或共用至少某段电压范围，因为第二最大电压比第一最小电压大而比第一最大电压小。如果第一能量储存装置50是锂离子电池，其如果处于运行电压的第一范围的较低压一侧则运行寿命延长。如果第二能量存储装置52是铅酸电池，其如果处于运行电压的第二范围的较高压一侧，该电池将具有其最长的运行寿命。因此，第一和第二能量存储装置50、52设计为在其运行范围的重叠范围内共同良好地运行。
开关装置54可选择地操控为运行在断开状态，其用如图所示的开路位置代表，和接通状态，其用闭合位置56代表，如虚线所示。开关装置54可以是常开（即，通常处于断开状态）装置、常关（即，通常处于接通状态）装置、双稳态（无需外部信号就能够保持在接通状态或断开状态）装置、机电装置，或固态装置。在接通状态中，开关装置54闭合电路，以运转地将起动电动机26、电动机/发电机36和第一能量存储装置50与第二能量存储装置52连接起来，这样起动电动机26和电动机/发电机36两者都与第一能量存储装置50和第二能量存储装置52运转地连接。当开关装置54处于断开状态时，起动电动机26和电动机/发电机36与第一能量存储装置50运转地连接，但不与第二能量存储装置52连接。车辆电气系统58持续地与第二能量存储装置52运转地连接，仅当开关装置54处于接通状态时与第一能量存储装置50运转地连接。因此，当开关装置54处于断开状态，例如在再生制动或发动机重新起动中，如下文所讨论的，车辆电气系统58中灯的亮度不会受影响，且车辆电气系统58被暴露的电压范围控制在相对狭窄的范围内。
控制器60运转地连接至开关装置54、能量存储装置50、52两者、起动电动机26、螺线管32、发动机12、以及电动机/发电机36，如虚线所示。控制器60包括具有储存的算法的处理器62，该处理器62基于由传感器（未示出）提供的输入信号测量或评估到的车辆运行条件，决定控制器60如何控制起动电动机26、电动机/发电机36、和开关装置54的运行。车辆运行条件可包括发动机12的温度、能量存储装置的50的温度、能量存储装置52的温度、曲轴14的速度和转矩、输出构件20的速度和转矩。
基于控制器60接收的输入信号，处理器62决定开关装置54应处于接通状态还是关闭状态，是否应为起动电动机26提供功率，是否应为螺线管32通电、是否应为电动机/发电机36通电及使其作为电动机或作为发电机运行。控制器60给各个部件发送控制信号促使其依据存储的算法和车辆运行条件运转。
例如，如果控制器60确认已经开始钥匙起动，则开关装置54位于接通状态，螺线管32啮合起动齿轮30。起动电动机26利用能量存储装置50、52两者提供的能量执行整个钥匙起动（即，点火钥匙处于闭合位置的整段时间）。在钥匙起动中不为电动机/发电机36提供功率。紧随钥匙起动之后，发动机12运转或空转，即，不关闭，直到其温度和能量存储装置50的参数（温度和电量状态）达到预定参数。开关装置54维持在关闭状态。也紧随钥匙起动之后，如果第二能量存储装置52的电量低于预设水平，则控制电动机/发电机36作为发电机给第二能量存储装置逐渐充电至电量的预定水平。为使充电过程发生，开关装置54维持在接通状态。
当车辆10刹车时，电动机/发电机36以最大速率发电，该最大速率可能基于其功率限制或基于带驱动器37、驾驶质量导致的转矩限制，或以能量存储装置50、52和车辆电气系统58能够接受的或仅第一能量存储装置50能够接受的最大速率发电。在再生制动事件中，开关装置54可处于接通状态。如果电压上升至第二能量存储装置52的最大值（例如，15伏）或用于车辆电气系统58中配件的最大值（例如，14伏），且第一能量存储装置50的电量状态低于预定水平（例如，低于75%），则控制器60将开关装置54置于断开状态，电动机/发电机36仅将第一能量存储装置50充电至其最大电压（例如，17伏）或至其预定最大电量状态（例如，90%）。控制器60于是减少或停止电动机/发电机36用作发电机，这样电动机/发电机36产生的电量维持在预先设定的第一能量存储装置50能承受的最大电压和最大电量状态的界限内。
当发动机12的温度、第一能量存储装置50的温度和电量状态充足时，且如果不需要发动机12驱动车辆10（例如踩踏刹车踏板，车辆10接近零速度时），则发动机12关闭（称作自动关闭），螺线管32接合起动齿轮30。该接合可以在曲轴14停止转动之前发生，以促进齿轮30和34的啮合。当发动机12关闭，在再生制动中电动机/发电机36可能一直在为第一能量存储装置50充电，这样开关装置54可处于断开状态。如果是这样，开关装置可维持在断开状态，等待发动机12随后的重新起动，此时两个能量存储装置50、52可能处在在不同的电压下（例如，第一能量存储装置50为15伏，第二能量存储装置52为12伏）。
当即将需要发动机12（例如当松开刹车踏板时），如果开关装置54不是已经位于断开状态，将其置于断开状态。螺线管32已事先通电以保持起动齿轮30接合，且通过第一能量存储装置50为起动电动机26和电动机/发电机36通电以转动发动机12。在发动机12的整个重新起动过程中起动电动机26和电动机/发电机36中每个都可作为电动机运转，或起动电动机26单独发动重新起动，而仅在自发动重新起动起（即，自为起动电动机26通电起）经过预定的时间值之后，或仅在发动机12的速度已经达到预定速度之后，控制电动机/发电机36作为电动机运行以辅助重新起动。在发动机12重新起动时，第一能量存储装置50的电压会下降，随后随着负载减轻和消失电压会恢复。在某一时刻，第一能量存储装置50的电压会回升为与第二能量存储装置52相同或相近的电压。在一个实施例中，控制器60那时将开关装置54置于接通状态。如果第一能量存储装置50的电压未升至接近与第二能量存储装置52相同的电压，则控制器60可促使电动机/发电机36发电以提高第一能量存储装置的电压，这样开关装置54可处于接通状态，而不降低第二能量存储装置52和车辆电气系统58的电压。
具体地，图2示出了利用控制器60控制动力系11的方法100的流程图。方法100开始于框102，其中确认车辆运行条件。上面所述的车辆运行条件，是基于控制器60收到的来自传感器或其他已知部件的输入信号计算或评估得到的。例如，如果在框102中车辆运行条件指出已经起动发动机12的钥匙起动，如通过钥匙已经在车辆点火装置中旋转的信号，则在框104中为螺线管32通电以接合起动齿轮30并在框106中将开关装置54置于接通状态。当钥匙在点火装置中旋转以闭合其中能量存储装置50、52两者为起动电动机26提供功率的电路时，起动电动机26在框108中被通电。发动机12于是运转或空转，直到发动机温度和第一能量存储装置50的温度和电量状态或电量水平达到框110中确定的预定水平，同时电动机/发电机36作为发电机为第一能量存储装置50充电。在框112中，确认第二能量存储装置52的电量状态或电量水平是否在预定水平。如果不是，则在框114中控制电动机/发电机36作为发电机运行，以为第二能量存储装置52充电至预定的电量状态或电量水平。在此期间开关装置54维持在接通状态。当第二能量存储装置52达到电量或电量水平的预定状态，方法100回到框102。
如果在框102中控制器60确认车辆10在减速，其可在框116中控制电动机/发电机36以再生模式（regenerative mode）作为发电机运行，以辅助减慢车轮23。如果电动机/发电机36提供的电压升高至车辆配件系统14的第二能量存储装置52能够接受的最高水平运行电压，则如果开关装置54处于接通状态，在框118中将其置于断开状态。从而第二能量存储装置52在再生制动中与电动机/发电机36主动隔离开，第二能量存储装置52和车辆电气系统58从而不承受对第一能量存储装置50可能合适的高压水平。在框120中，如果确定第一能量存储装置50达到了其预定的运行电压的最大水平或预定的最大电量状态，则减少（由于电压）或停止（由于电量状态）电动机/发电机36作为发电机的运行。方法返回至框102。
如果在框102中确定不需要发动机12推动车辆10，且如果发动机12的温度和第一能量存储装置50的电量状态和电流水平处于或高于预定水平，则在框122中关闭发动机12并在框124中给螺线管32通电以接合起动齿轮30。在这一时刻，车辆10可能依然在减速或处于静止状态（例如，停在交通灯前）。如果控制器60接收到指示车辆加速即将来临的输入信号，例如通过刹车踏板的释放，则如果开关装置54不是已经位于断开状态，将其置于断开状态，并在框126中，利用来自第一能量存储装置50的能量给起动电动机26通电以重新起动发动机12。在框128中也为电动机/发动机36通电。在一个实施例中，框128与框126同时发生，这样在整个重新起动中（即，从发动机零速度至全速空转速度）起动电动机26和电动机/发动机36两者都提供转矩。在另一个实施例中，框128仅发生在起动电动机26已经促使发动机12达到预定的速度或在为起动电动机26通电达到预定的时间之后。这允许起动电动机26在重新起动的高扭矩、低速的初始阶段中辅助重新起动，且允许电动机/发电机36在重新起动的低扭矩、高速的后续阶段中辅助重新起动。电动机/发电机36因此可以被设计为仅提供相对低的扭矩，在提供更高扭矩输出的电动机/发电机上实现了成本节约。
开关装置54位于断开状态时，只有第一能量存储装置50能够为重新起动发动机12提供电功率。第二能量存储装置52可以是铅酸电池，在相对较低的温度下提供好的起动，但这在相对温暖的温度时的再启动事件中是不需要的。因此，通过将开关装置54置于断开状态，能量存储装置52与起动电动机26和电动机/发动机36分隔开，且在重新起动过程中不使用。可选地，如果第一能量存储装置50的运行温度低于预定温度，则可将开关装置54置于接通状态，这样第二能量存储装置52在重新起动过程使用，因为它可能是更适合低温操作的铅酸电池。
可选地，在框130中，电动机/发动机36在框128中提供的转矩可以由发动机12提供的扭矩的压缩脉冲频率进行调制，使曲轴14的转矩平稳，提高起动质量。调制电动机/发动机36的压缩脉冲频率可以是预定的频率或可以是基于工作的压缩脉冲指示的实际反馈。在框128中，当控制器60确定重新起动完成，例如通过确认发动机12在等于或高于空转速度的速度上运行，方法100回到框102。
如果在框102中控制器60确认在减速中切断了发动机12的燃料，随后要求相对小的加速度，且该加速度不要求重新起动发动机12且可仅仅通过电动机/发电机36供应，则在框132中，控制器60控制电动机/发电机36作为电动机运行，在曲轴14提供扭矩，以延长燃料切断的时间，从而提高车辆10的燃料经济性。
尽管已经对执行本发明的较佳模式进行了详尽的描述，但是本领域技术人员可得知在所附的权利要求的范围内的用来实施本发明的许多替换设计和实施例。

Claims (10)

1.一种混合动力系，包括：
发动机；
起动电动机；
齿轮传动系，其运转地连接起动电动机和发动机；
电动机/发电机；
带式驱动系统，其运转地连接电动机/发电机和发动机；
第一能量存储装置，其可在运行电压的第一范围内运行；
第二能量存储装置，其可在运行电压的第二范围内运行；其中运行电压的第一范围与运行电压的第二范围至少部分重合；
开关装置，其可在接通状态和关闭状态选择地运行；其中第一能量存储装置和第二能量存储装置在开关装置处于接通状态时运转地彼此连接，在开关装置处于断开状态时彼此断开；
控制器，其运转地与开关装置、起动电动机和电动机/发动机连接；和
其中控制器在发动机重新起动过程中可操作为将开关装置置于断开状态，并利用第一能量存储装置为起动电动机和电动机/发动机两者提供动力。
2.如权利要求1所述的混合动力系，其中控制器可操作为在整个重新起动过程中促使电动机/发动机作为电动机被提供动力。
3.一种重新起动车辆发动机的方法，包括：
确认需要重新起动发动机的车辆运行条件；
确认发动机、第一能量存储装置、和第二能量存储装置中至少一个的运行参数；其中第一能量存储装置可在具有第一最小电压和第一最大电压的运行电压的第一范围内运行；其中第二能量存储装置可在具有第二最小电压和第二最大电压的运行电压的第二范围内运行；其中第二最大电压大于或等于第一最小电压且小于第一最大电压；
如果运行参数与预设的参考参数至少相差了预定值，则将开关装置置于断开状态，以运转地将起动电动机和电动机/发动机与第二能量存储装置断开；和
为起动电动机提供功率并将电动机/发动机作为电动机来运行以重新起动发动机。
4.如权利要求3所述的混合动力系，其中控制器可操作为在整个重新起动过程中使电动机/发动机作为电动机被提供功率。
5.如权利要求3所述的混合动力系，其中控制器可操作为在重新起动过程中仅仅当起动电动机已经使发动机达到预定速度或自起动电动机被供以功率起经过预定时间以后，使电动机/发动机被提供功率。
6.如权利要求3所述的方法，进一步包括：
在重新起动之前给螺线管通电，以通过齿轮传动系运转地连接起动电动机和发动机。
7.如权利要求3所述的方法，进一步包括：
确认指示车辆减速的车辆运行条件；
如果开关装置处于接通状态，将开关装置置于断开状态；和
在再生制动模式中将电动机/发动机作为发电机运行，以为第一能量存储装置提供能量，从而减慢动力系的输出构件。
8.如权利要求3所述的方法，进一步包括：
确认指示发动机燃料切断后车辆需要加速的车辆运行条件；
将电动机/发动机作为电动机运行以加速车辆并延长发动机燃料的切断。
9.如权利要求3所述的方法，其中为电动机/发动机提供功率包括根据发动机的压缩脉冲频率调制电动机/发动机提供的扭矩。
10.如权利要求3所述的方法，进一步包括：
确认指示发动机钥匙起动开始的车辆运行条件；和
当发起了钥匙起动时，闭合开关装置并作为电动机为起动电动机提供功率。
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US20140052321A1 (en) 2014-02-20

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