CN104828071A - 一种用于起动发动机的装置和方法 - Google Patents

一种用于起动发动机的装置和方法 Download PDF

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Publication number
CN104828071A
CN104828071A CN201510065487.6A CN201510065487A CN104828071A CN 104828071 A CN104828071 A CN 104828071A CN 201510065487 A CN201510065487 A CN 201510065487A CN 104828071 A CN104828071 A CN 104828071A
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engine
fire
high pressure
driving engine
electrical generator
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CN201510065487.6A
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CN104828071B (zh
Inventor
唐·安德里亚斯·约瑟芬·基斯
塞米·菲利蒙·彼得里迪斯
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
    • B60W30/194—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine related to low temperature conditions, e.g. high viscosity of hydraulic fluid
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/14—Starting of engines by means of electric starters with external current supply
    • 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
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    • F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
    • F02B67/06—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus driven by means of chains, belts, or like endless members
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02N11/00—Starting of engines by means of electric motors
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    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/08—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing being of friction type
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    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
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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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    • 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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    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2002—Control related aspects of engine starting characterised by the control method using different starting modes, methods, or actuators depending on circumstances, e.g. engine temperature or component wear
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Abstract

本发明公开了一种起动轻度混合动力车辆5的发动机11的装置，其具有由电子控制器10控制的低压和高压起动装置13和14。只要可能，电子控制器10可操作地使用高压起动装置14作为马达来起动发动机11，以便使高压蓄电池18部分放电且便于增加发动机11的自动停止和起动的使用。

Description

一种用于起动发动机的装置和方法
本发明涉及内燃发动机，并且更具体地涉及用于起动这种发动机的装置和方法。
众所周知，即使当发动机处于非常低的温度(例如零下30℃)时，可以使用低压(12伏特)起动马达来起动内燃发动机。还已知，给发动机提供高压(例如48伏特)带式集成起动机发电机(belt integrated startergenerator,BISG)，高压带式集成起动机发电机可以通过传动带驱动连接到发动机的曲轴且能够由发动机驱动以产生电能或驱动发动机以辅助功率输出或用于起动发动机。
一般地，BISG只有当发动机的温度高于相当于正常发动机工作的温度范围的低端(例如60℃)的相对温暖的温度时使用，因为传统的BISG通常具有不足以在较低的温度起动发动机的扭矩。
还已知，车辆的燃料节省能力受到第一次起燃任何排气后处理装置的需要的限制。因此，合意的是，特别是当发动机是冷的时，在它起动之后将负载施加于发动机，以便提高排气的温度，从而减少起燃任何连接的排气后处理装置花费的时间。
BISG可以有效地用于施加这种热负载，但是往往不能这样做，因为相关的高压蓄电池的当前荷电状态(SOC)将不允许BISG作为发电机运行。
在较大的温度范围内使用BISG来起动发动机的一个优点是，因此，使用BISG起动发动机的放电效果可以有益地用于减小高压蓄电池的荷电状态，从而允许BISG在发动机起动之后随后作为发电机运行以将负载应用于发动机并加速排气后处理装置的起燃。
在轻度混合动力车辆的情况下，在较大的温度范围内使用BISG来起动发动机的进一步优点是，停止-起动操作不必限于直到发动机温度已达到正常发动机工作的温度范围的低端(60到120℃)，而是只要BISG起动可能就可以使用，从而增加了停止-起动操作的机会。
因此，合意的是只要可能就使用BISG来起动发动机。
英国专利申请2,486,708公开了一种方法和系统，其中温度极限用于确定是否使用BISG来起动发动机。温度极限的设置主要是根据，通过BISG的使用来起动发动机相比于起动马达的使用，机动车辆的NVH(噪声、振动和粗糙性)性能是否将受到不利影响。然而，温度极限被设置成相对高，因为当在寒冷的环境条件中交通拥堵时可能打破这个极限。
虽然这种方法和系统提供了增加使用BISG来起动发动机的机会，但是通过依据本发明构造的系统和方法的使用可获得进一步收益。
本发明的目的是提供一种用于起动机动车辆的发动机的改进的装置和方法。
根据本发明的第一个方面，提供了一种用于起动机动车辆的发动机的装置，其包含高压带式集成起动机-发电机、低压起动马达以及电子控制器，电子控制器用于控制至少高压带式集成起动机-发电机和低压起动马达的操作，其中如果发动机的温度低于预定低温极限集，该预定低温极限集远低于发动机的正常工作温度，则电子控制器可操作地使用低压起动马达来起动发动机11，否则，电子控制器可操作地使用高压带式集成起动机-发电机来起动发动机，前提是高压带式集成起动机-发电机能够有效地起动发动机。
高压带式集成起动机-发电机能够有效地起动发动机，前提是它能够以高于定义的转速的速度起动发动机。
作为选择，高压带式集成起动机-发电机能够有效地起动发动机，前提是它能够产生大于定义的加速度的发动机的加速度。
低温极限可以是落到零下30到零上5摄氏度范围内的温度。
如果用于给高压带式集成起动机-发电机供电的蓄电池的荷电状态在起动开始之前低于预定水平，高压带式集成起动机-发电机不能够有效地起动发动机。
根据本发明的第二个方面，提供了一种具有发动机和依据本发明的所述第一个方面构造的起动发动机的装置的轻度混合动力机动车辆。
只要发动机的温度高于预定低温极限，允许发动机的自动停止和起动。
根据本发明的第三个方面，提供了一种使用高压带式集成起动机-发电机和低压起动马达之一起动机动车辆的发动机的方法，其中该方法包含，如果发动机的温度低于预定低温极限集，该预定低温极限集远低于发动机的正常工作温度，则使用低压起动马达来起动发动机，否则使用高压带式集成起动机-发电机来起动发动机，前提是高压带式集成起动机-发电机能够有效地起动发动机。
高压带式集成起动机-发电机能够有效地起动发动机，前提是它能够以高于定义的转速的速度起动发动机。
作为选择，高压带式集成起动机-发电机能够有效地起动发动机，前提是它能够产生大于定义的加速度的发动机的加速度。
低温极限可以是落到零下30到零上5摄氏度范围内的温度。
如果用于给高压带式集成起动机-发电机供电的蓄电池的荷电状态在起动开始之前低于预定水平，高压带式集成起动机-发电机不能够有效地起动发动机。
本发明现在将通过举例的方式参照附图进行描述：
图1是包括依据本发明的第一个方面用于起动发动机的装置的发动机系统的框图；
图2是依据本发明的第二个方面用于起动发动机的方法的流程图。
参照图1，示出了轻度混合动力车辆5，轻度混合动力车辆5具有发动机系统，发动机系统包括驱动连接到变速器12的发动机11和用于起动发动机11的装置。排布一个或多个排气后处理装置6以接收来自发动机11的排气。
用于起动发动机11的装置包含以控制单元10的形式的电子控制器，低压起动系统和高压起动系统，低压起动系统包括起动马达13、低压蓄电池17和低压蓄电池管理系统15，高压起动系统包括带式集成起动机-发电机14、高压蓄电池18和高压蓄电池管理系统16。
用于起动发动机11的装置进一步包含直流/直流(DC/DC)电压转换器和若干输入20，DC/DC电压转换器用于为了给低压蓄电池17重新充电的目的选择性地将高压蓄电池18连接到低压蓄电池17，若干输入20用于提供信息至电子控制器10。
“轻度混合动力车辆”是具有电动马达/发电机(起动机-发电机)的车辆，电动马达/发电机(起动机-发电机)驱动连接到车辆的发动机以：
a/通过使用储存在高压蓄电池中的电能产生机械扭矩来辅助车辆的发动机(扭矩辅助)；
b/在没有燃油损耗的情况下从车辆获取能量；
c/将获取的能量储存为高压蓄电池中的电能；
d/起动车辆的内燃发动机；以及
e/提供电能至车辆的用户。
作为选择，这种车辆有时被称为“微混合动力车辆”。
在轻度混合动力车辆中电动马达不独自用于驱动车辆，它只用于起动发动机或在驾驶车辆时辅助发动机，以便减少发动机的瞬时燃油消耗量。
因此，BISG 14可以在两种模式中操作，在第一种模式中，它由发动机11驱动以产生储存在高压蓄电池18(HV蓄电池)中的电能，在第二种模式中，它产生扭矩以补充由发动机11产生的扭矩或用于起动发动机11。
在这种情况下，电子控制器被描述为单个的控制单元10，其可操作以不仅控制发动机11的一般性操作，而且还控制低压和高压起动系统。然而，应当领会的是，电子控制器可以包含若干相互连接的电子控制器，其结合起来提供相同的功能。
在图1所示的例子的情况下，至电子控制器10的输入包括至少一个输入，可以由这至少一个输入中推导出发动机11的温度，并且在这种情况下，包含表明环境空气温度、进气温度、冷却剂温度、气缸盖温度和发动机气缸体温度的传感器输入和表明发动机转速和/或BISG转速的至少一个的输入。
高压起动系统的高压蓄电池18通过DC/DC转换器19可操作地连接到低压起动系统的蓄电池17，以便当需要时低压蓄电池可以通过BISG 14重新充电。
电子控制器10可操作地连接到DC/DC转换器19、高压和低压蓄电池管理系统16和15、起动马达13、BISG 14以及与发动机11相关的各种其他设备和传感器。
电子控制器10还可以包括用于机动车辆5的发动机停止-起动控制器，且输入20还包括用于确定何时发动机11应该自动停止以便节省燃油的输入。这种停止在此被称为“经济性停止(E-stop)”，因为它的功能是提高发动机11的经济性。如在本领域中普遍公知的，各种触发器可以用于基于各种驾驶员操作行为发起经济性停止，并且基于驾驶员行为的进一步触发器可以用于在经济性停止之后发起自动重新起动。依据本发明可以使用停止和起动触发器的任何适当的组合。自动发动机停止或经济性停止是发动机11响应于一个或多个状况基于驾驶员行为通过电子控制器10临时停止发动机11以节省燃料和减少排放。
在被描述的例子的情况中，“低压”是大约12伏的电压且“高压”是大约48伏的电压。然而，应该领会的是，本发明不限于这些电压，虽然它们在使用这些电压的设备是现成的方面是有利的。
用于起动发动机11的装置的操作如下：
当控制器10接收表明发动机11即将被起动的输入时，它必须决定是否使用起动马达13或BISG 14来执行起动。表明需要发动机起动的输入可以是由驾驶员驱动起动输入设备(例如起动按钮或点火开关)导致的手动输入或可以在经济性停止结束时自动产生。
电子控制器10的默认状态是使用BISG 14起动发动机11，因为这将导致更高的起动质量，并且还具有由于起动发动机11所需的高电流消耗几乎瞬间减小高压蓄电池18的荷电状态(SOC)的效果。如果发动机11没有达到温度，减小高压蓄电池18的SOC是特别有利的，这是因为然后需要任何排气后处理装置尽快起燃，以便减小排放并允许发动机控制策略更集中于CO2减排。
通过使用BISG 14起动发动机11，确保了在发动机11起动之后BISG14立即被切换到第一或充电模式以给高压蓄电池18重新充电，从而将额外负载施加到发动机11，这通过提高从发动机11排出的排气的温度(排气加热)加速了任何排气后处理装置的起燃。
存在若干起动马达13取代BISG 14用于起动发动机11的情形。
这些中的第一种是，当感测到发动机11处于非常低的温度，远低于正常工作范围的底端，例如但不限于，接近0℃的温度。在低温时，起动发动机11所需的扭矩急剧增加，尤其是如果在发动机11内形成冰晶。因此，如果发动机温度低于最低温度(Tmin)，起动马达13用于起动发动机11。可以领会的是，开动起动马达13，以便产生大的输出扭矩，但只能使发动机以相对低的速率转动。通常由起动马达产生的最大起动速度将是大约400RPM。
最低温度Tmin可以由每个发动机/BISG组合的实验工作推导出，但是在所有的情况中，最低温度Tmin是低于其则从BISG 14得到的扭矩不可能足以产生干净的或质量好的起动的温度。可以领会的是，在增加BISG 14的扭矩输出容量和它的总体工作效率之间存在折衷，并且在低温时，必须考虑其他因素例如传动带效率和耐久性。然而，发明人已经认识到，在轻度混合动力车辆(其中BISG也用于为发动机提供扭矩辅助)的情况下，BISG的扭矩容量通常大于在传统的机动车辆的情况下。因此，BISG能够在比以前认为可能的温度更低的温度起动发动机。此外，随着常常在较低的压缩比运行的小容量涡轮增压汽油发动机的广泛使用，使用BISG来起动这种发动机的机会也大大增加了。
低于其则发动机可能起动的温度将取决于发动机的大小和类型以及BISG的扭矩容量。例如，在小的汽油发动机的情况下，降到零下30℃(Tmin＝-30℃)使用BISG产生干净的发动机起动是有可能的，然而，在大的柴油发动机或大的汽油发动机的情况下，低于零上5℃(Tmin＝+5℃)则BISG不能干净地起动发动机。因此，Tmin通常在-30℃到+5℃的范围内。
使用起动马达13取代BISG 14的第二种情况是，当由BISG 14产生的发动机11的起动速度或加速度是无法接受的低时。
在它的最简单的形式中，发动机转速可以通过使用当前起动转速Nc与定义的转速极限Ncmin的比较进行检查，并且如果起动转速Nc的当前测量低于Ncmin的值集，恢复为由起动马达13起动发动机11。例如通过检查在起动开始之后预定时间段发动机11的转速与期望的发动机转速，可以确定BISG 14是否能够有效地起动发动机11。Ncmin的值可以是基于温度和/或起动开始后的时间的变量，在这种情况下，参考时间/温度和发动机转速的查值表可以用于检查BISG 14起动发动机11的预计能力。
如果测试是基于发动机加速度可以使用同样的方法。在这种情况下，如果BISG正常工作并且预期会产生良好质量的起动，发动机转速被用于产生发动机加速度的值，发动机加速度的值与预定或预期的加速率进行比较。如之前，预期的加速率可以基于发动机温度改变且参考温度和发动机加速度的查值表可以用于检查BISG 14起动发动机11的预计能力。
起动速度或发动机加速率不可接受的低有各种原因，例如但不限于，对发动机11的起动的阻力可能高于预期，高压蓄电池18的SOC可能很低，在BISG 14中可能存在故障，由于传动带打滑扭矩传递能力存在不足或高压蓄电池管理系统16会阻止对高压蓄电池的电流汲取，因为高压蓄电池的SOC处于或低于下限。
因此，只要确定使用BISG 14起动不可用或无效，电子控制器10可操作地使用起动马达13来起动发动机11，即使温度高于低温极限。
可以领会的是，如果使用高效起动测试，那么在某些情况下，温度极限的值集可以设置成低于其他情况，因为高效起动测试高效地充当温度测试的安全网。
使用起动马达13取代BISG 14的第三种情况是，当用于给高压带式集成起动机-发电机14供电的蓄电池的荷电状态在起动开始之前低于预定水平。可以领会的是，在高压蓄电池18中必须有一定水平的电量，使它在发动机起动期间能够成功地给BISG 14供电。此外，该预定电量水平将基于起动发动机11所需的期望扭矩改变。因此，如果高压蓄电池18的荷电状态低于当前温度的预定水平，那么很可能BISG 14将不能够有效地起动发动机11，因此使用起动马达13来起动发动机11。也可以领会的是，在大多数蓄电池构造中，存在低SOC极限，如果蓄电池放电到该极限以下，将破坏蓄电池或产生蓄电池性能损失。
例如但没有限制，如果低SOC极限是总HV蓄电池容量的10％，且起动发动机所需的HV蓄电池18上预期的消耗是总容量的40％，然后，如果HV蓄电池18的SOC小于50％，需要起动马达13的使用以防止打破低SOC极限。
可以领会的是，高压和低压蓄电池管理系统16和15的功能是监测和控制它们连接到的各个蓄电池18和17的荷电状态并防止这些蓄电池18、17的过放电或过充电。
参照图2，示出了依据本发明用于起动发动机11的方法100的高水平流程图，用于起动发动机11的方法100可以呈现为作为电子控制器10的一部分的软件或固件。
该方法开始于框110，进行点火开关接通事件且发动机11不运行，然后前进到框115以检查是否由于发动机11的用户的手动起动操作或由于在经济性停止结束时的自动起动请求已经接收到发动机起动请求。
如果没有接收到起动请求，该方法通过框115循环直到点火开关切断事件发生或接收到发动机起动请求。
如果点火开关切断事件发生，该方法终止，发动机11仍然不运行，并且如果接收到发动机起动请求，该方法前进到框118。
在框118中，检查在高压蓄电池18中是否有足够的电量以使用BISG14有效地起动发动机或这样使用中低SOC极限是否会被打破，如果没有足够的电量或低SOC极限会被打破，该方法前进到框160以使用起动马达13起动发动机11，如果在高压蓄电池18中有足够的电量且低SOC极限将不会被打破，该方法继续到框120。
在框120中，检查当前发动机温度(T)是否高于最低温度极限(Tmin)。如之前所讨论的，该温度极限是在零摄氏度的几度范围内的正温度或高达大约零下20摄氏度的负温度。用于本测试的温度可以是基于发动机系统和传感器的特定排布的发动机11的部件的温度，例如气缸体或汽缸盖或发动机冷却剂的温度。在一个例子中，温度极限设置为0℃，且测试的温度是气缸体温度的测试结果。
如前面所提到的，温度极限(Tmin)基于各种因素通常落到-30到+5摄氏度的范围内。
如果当前温度高于最低温度极限Tmin，那么该方法前进到框130，否则它前进到框160。
在框130中，使用BISG 14起动发动机11并使用转速传感器测试产生的起动转速(Nc)。然后，在框140中，检查起动转速是否高于转速极限Nclim，选择转速极限Nclim为代表如果BISG 14正常运行时将产生的良好质量的发动机起动的转速。当由BISG 14起动时转速不一定是发动机11预期达到的最终转速，它可以是在起动开始之后预定时间段发动机预期得到的转速。本测试用于确认BISG 14正在正常运行，并且能够产生高质量的发动机起动。如前面所提到的，本测试可以由发动机加速度测试来代替。在这种情况下，在框140中该测试将被以下内容取代：
测得的发动机加速度大于所需的发动机加速率？
可以领会的是，使用的逻辑可以颠倒以便测试可以检查发动机转速或发动机加速度是否小于定义的值，在这种情况下，“是”或“否”的值需要被颠倒。
然而，如所示出的。如果Nc大于Nclim，那么该方法前进到框150，否则它前进到框160。
在框150中，检查发动机11是否已经起动。这种检查可以通过测试发动机的转速或通过任何其他手段例如测试燃油使用或监测排气成分执行。
如果当在框150中检查到发动机11已经起动，发动机起动方法前进到框190，发动机运行，否则它从框150返回到框130中以继续使用BISG14起动发动机11并通过框130到150循环直到发动机起动。
从框150返回到框130中包括进一步步骤以检查高压蓄电池18的当前SOC仍然高于预定低SOC极限，如果它不高于，将需要中止使用BISG14启动发动机11。
现在返回参照框120和140，如果这些测试都未通过，在两种情况下该方法前进到框160，在框160中发动机11使用起动马达13起动，然后，前进到框170以检查发动机11是否已经起动。如果发动机没有起动，该方法通过框160和170循环直到它起动，当它起动时，前进到框190，在框190中，该发动机起动方法结束，发动机11运行。
可以领会的是，如果点火开关切断事件发生，该方法100将在任何步骤中结束。还可以领会的是，如果发动机在起动开始之后，没有在预定时间段内起动，可以提供进一步步骤(未示出)，以基于正在被使用的起动设备停止发动机的起动，以防止破坏起动马达13或BISG 14。
假如发动机11的温度高于温度极限(Tmin)，那么允许发动机11的自动停止和起动。就是说，假如发动机11的温度高于Tmin，允许经济性停止。这大大增加了停止-起动操作的机会，因为传统上，经济性停止只当发动机在高于它的正常工作范围的低端运行时允许，就是说高于60℃。因此，通过使用依据本发明构造的方法和装置，由于增加的经济性停止的可用性在耗油量和排放方面存在可观的减小范围。
因此，总之，带式集成起动机-发电机优选用于起动发动机，因为这将导致相关的高压蓄电池的放电，然后在发动机起动之后高压蓄电池可以快速重新充电以帮助排气的加热并减小任何排气后处理装置达到他们各自的起燃温度所需的时间。如果BISG不能产生有效的起动或温度如此低BISG的使用不可能，只使用起动马达。
就是说，如果发动机的温度高于非常接近零摄氏度(冰冻极限(frostlimit))的温度，使用使用BISG的发动机起动，由于这确保了如果需要BISG能够在起动之后立即用于辅助排气加热。
本发明的一些优点是：
a/使用48V BISG进行发动机起动，消耗来自48V蓄电池的能量，并且然后在起动结束之后，48V BISG可以立即用于给48V蓄电池重新充电以及因此加载发动机。这种发动机加载在冷起动期间起动之后将产生更多的废热且将导致比以其他可能的方式更快地排气后处理起燃；
b/更快的起燃将导致较低的发动机排放，这将允许轻度混合动力控制策略的使用，轻度混合动力控制策略在不超过发动机的排放目标的情况下更集中于CO2减排；
c/当与12V起动机的起动属性相比时，在绝大多数情况下，由于48VBISG的使用，驾驶员将得到第一发动机起动的更高的起动质量。因此，12V起动机只当环境温度较低时(例如低于大约4℃)或48V BISG系统不能有效起动时使用；
d/使用BISG起动发动机就噪音和振动来说产生比起动马达更好质量的起动，且就影响起动所需的部件来说更少的机械磨损；以及
e/为BISG提供较大的操作范围，增加停止-起动操作的可能性。就是说，即使发动机还没有达到它的正常工作温度范围也可以执行经济性停止。
本领域技术人员可以领会的是，虽然通过举例的方式参照一个或多个实施例描述了本发明，但是本发明不限于公开的实施例且在不脱离由所附的权利要求限定的本发明的范围的情况下可以构造供选择的实施例。

Claims (15)

1.一种用于起动机动车辆的发动机的装置，其包含高压带式集成起动机-发电机、低压起动马达以及电子控制器，电子控制器用于控制至少高压带式集成起动机-发电机和低压起动马达的操作，其中如果发动机的温度低于预定低温极限集，该预定低温极限集远低于发动机的正常工作温度，则电子控制器可操作地使用低压起动马达来起动发动机，否则，电子控制器可操作地使用高压带式集成起动机-发电机来起动发动机，前提是高压带式集成起动机-发电机能够有效地起动发动机。
2.根据权利要求1所述的装置，其中高压带式集成起动机-发电机能够有效地起动发动机，前提是它能够以高于定义的转速的速度起动发动机。
3.根据权利要求1所述的装置，其中高压带式集成起动机-发电机能够有效地起动发动机，前提是它能够产生大于定义的加速度的发动机的加速度。
4.根据权利要求1-3中任意一项所述的装置，其中低温极限是落到零下30到零上5摄氏度范围内的温度。
5.根据权利要求1-4中任意一项所述的装置，其中如果用于给高压带式集成起动机-发电机供电的蓄电池的荷电状态在起动开始之前低于预定水平，高压带式集成起动机-发电机不能够有效地起动发动机。
6.一种具有发动机和如权利要求1-5中任意一项所述的起动发动机的装置的轻度混合动力机动车辆。
7.根据权利要求6所述的机动车辆，其中只要发动机的温度高于预定低温极限，允许发动机的自动停止和起动。
8.一种使用高压带式集成起动机-发电机和低压起动马达之一起动机动车辆的发动机的方法，其中该方法包含如果发动机的温度低于预定低温极限集，该预定低温极限集远低于发动机的正常工作温度，则使用低压起动马达来起动发动机，否则使用高压带式集成起动机-发电机来起动发动机，前提是高压带式集成起动机-发电机能够有效地起动发动机。
9.根据权利要求8所述的方法，其中高压带式集成起动机-发电机能够有效地起动发动机，前提是它能够以高于定义的转速的速度起动发动机。
10.根据权利要求8所述的方法，其中高压带式集成起动机-发电机能够有效地起动发动机，前提是它能够产生大于定义的加速度的发动机的加速度。
11.根据权利要求8-10中任意一项所述的方法，其中低温极限是落到零下30到零上5摄氏度范围内的温度。
12.根据权利要求8-11中任意一项所述的方法，其中如果用于给高压带式集成起动机-发电机供电的蓄电池的荷电状态在起动开始之前低于预定水平，高压带式集成起动机-发电机不能够有效地起动发动机。
13.一种实质上如在此参照附图所描述的用于起动机动车辆的发动机的装置。
14.一种实质上如在此参照附图所描述的轻度混合动力机动车辆。
15.一种实质上如在此参照附图所描述的使用高压带式集成起动机-发电机和低压起动马达之一起动机动车辆的发动机的方法。
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