CN105313882A - 从高功率电动车辆模式进行的发动机起动控制 - Google Patents

从高功率电动车辆模式进行的发动机起动控制 Download PDF

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CN105313882A
CN105313882A CN201510427560.XA CN201510427560A CN105313882A CN 105313882 A CN105313882 A CN 105313882A CN 201510427560 A CN201510427560 A CN 201510427560A CN 105313882 A CN105313882 A CN 105313882A
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routine
engine
output torque
driving engine
speed
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CN105313882B (zh
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G.塔梅
L.王
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GM Global Technology Operations LLC
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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
    • 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
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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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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  • Mechanical Engineering (AREA)
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  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

本发明公开了从高功率电动车辆模式进行的发动机起动控制。车辆包括发动机、变速器、发动机制动器和控制系统。变速器具有固定构件、齿轮箱和经由脉宽调制控制的电力牵引电动机。发动机制动器在电动车辆驱动模式中将发动机选择性地连接至固定构件。控制系统在电动车辆驱动模式过程中执行方法以检测发动机的请求的自动起动，响应于所检测的请求的自动起动而经由发动机制动器来将发动机从固定构件断开，确定驾驶员请求的输出扭矩和变速器的最大输出扭矩，并且当驾驶员请求的输出扭矩超过最大输出扭矩小于校准阈值的量时执行发动机自提升控制例程和电动机过调制例程之一，当驾驶员请求的输出扭矩超过最大输出扭矩小于校准阈值的量时，执行两个例程。

Description

从高功率电动车辆模式进行的发动机起动控制
技术领域
本公开涉及从高功率电动车辆(EV)模式进行的发动机起动控制。
背景技术
混合动力电动车辆动力总成典型地包括内燃发动机和变速器，变速器具有一个或多个高电压电力牵引电动机。发动机和/或电力牵引电动机可根据所命令的动力总成操作模式而提供输入扭矩。特别地，在电动车辆(EV)驱动模式中，发动机保持关闭。EV驱动模式中的电力牵引电动机(一个或多个)经由功率逆变器模块、高电压电池以及相关联的功率电子器件来提供功率。当发动机运行时，每个电力牵引电动机可被操作为发电机以快速地为电池的单元重新充电。当需要发动机扭矩时，发动机可被自动地通过曲柄起动(cranked)并且重新起动，例如，以将变速器切换至电动可变变速器(EVT)驱动模式。
发明内容
示例混合动力电动车辆包括内燃发动机、具有一个或多个电力牵引电动机的变速器以及控制系统。在可能的实施例中，控制系统可包括混合动力控制模块(HCM)以及发动机控制模块(ECM)，所述控制系统被编程以在高速/高功率电动车辆(EV)驱动模式过程中选择性地重起动发动机。发动机重起动根据如本文提出的一对控制例程中的一个或二者而发生。
在EV驱动模式中，实现的车辆速度范围通常是受限制的。即，如果当相当一部分的可用电动机扭矩被要求给车辆的驱动轴提供功率时，如果发动机自动起动事件在较高的车辆速度下进行，则该发动机自动起动事件可导致变速器输出扭矩的快速下降。该下降如果足够严重，可由车辆驾驶员和乘客察觉为动力传动系统(driveline)扰动。因此，混合动力总成控制方案趋向于避免在阈值变速器输出速度以上运行在EV驱动模式中。本控制方法意图为帮助解决该特定的控制问题。
通常，本文描述的控制系统使用发动机自提升控制例程序和/或电动机过调制例程以最小化高功率发动机重起动事件过程中的动力传动系统扰动的严重性。下文详细描述两种控制例程。所选择的例程取决于驾驶员请求输出扭矩超过所计算的最大输出扭矩的大小(magnitude)，当这两个扭矩值的差相对于校准阈值大时使用两个例程序二者。当这两个扭矩值的差小于校准阈值时，一个或另一个例程被选择，但不是所述两个程序被选择。
在示例实施例中，车辆包括发动机、发动机制动器(其在车辆在EV驱动模式时被接合，并且在任何发动机开动模式中被释放)、变速器、功率逆变器(powerinverter)模块(PIM)以及控制系统。变速器还包括一个或多个电力牵引电动机，所述电力牵引电动机中的每个被连接至变速器的齿轮箱，并且由控制系统经由PIM的脉宽调制(PWM)来控制。所述控制系统被编程以检测在高功率EV驱动模式过程中请求的经由电力牵引电动机的发动机自动起动事件，并且还确定驾驶员请求输出扭矩和最大输出扭矩。
当驾驶员请求输出扭矩超过了所计算的最大输出扭矩小于校准阈值的量时，该车辆实施例中的控制系统经由发动机和电力牵引电动机的控制来执行发动机自提升控制例程。当驾驶员请求输出扭矩超过了所计算的最大输出扭矩大于校准阈值的量时，控制系统替代地执行发动机自提升控制例程、并且经由PIM执行电动机过调制例程。一旦发动机已经起动，控制系统中断例程并且过渡至发动机起动模式，例如，电动可变变速器(EVT)模式。
根据一方面，提供一种车辆，包括：
发动机；
功率逆变器模块；
变速器，其具有固定构件、齿轮箱以及被连接至所述齿轮箱并且经由所述功率逆变器模块的脉宽调制来控制的电力牵引电动机；
发动机制动器，其在变速器的电动车辆驱动模式中将所述发动机选择性地连接至所述固定构件；以及
控制系统，其与所述发动机和所述电力牵引电动机通信，其中所述控制系统被编程以在所述电力驱动模式过程中检测发动机的请求自动起动、响应于所检测的请求自动起动而经由所述发动机制动器来将所述发动机从所述固定构件断开、确定驾驶员请求输出扭矩和变速器的最大输出扭矩、并且：
当所述驾驶员请求输出扭矩超过了所计算的最大输出扭矩小于校准阈值的量时，进行经由所述发动机和所述电力牵引电动机执行发动机自提升控制例程和经由所述功率逆变器模块执行电动机过调制例程中的一个；并且
当所述驾驶员请求输出扭矩超过了所计算的最大输出扭矩大于所述校准阈值的量时，执行所述发动机自提升控制例程和所述电动机过调制例程二者。
优选地，其中，所述控制系统被编程以当所述驾驶员请求输出扭矩超过了所计算的最大输出扭矩小于所述校准阈值的量时，选择所述发动机自提升控制例程和所述电动机过调制例程中的较低成本例程。
优选地，其中，所述控制系统被配置为确定所述变速器的输出速度，并且基于所确定的输出速度来选择所述较低成本例程。
优选地，其中，当所述变速器的输出速度大于70MPH时，所述电动机过调制例程被选择。
优选地，其中，所述控制系统被编程以在所述发动机自提升控制例程过程中经由把来自所述电力牵引电动机的电动机扭矩应用至所述输入构件而临时地抑制所述发动机速度的升高，并且将所述发动机速度的升高维持在校准斜率处。
优选地，其中，所述车辆包括电池，并且所述控制系统计算作为发动机扭矩、电力牵引电动机的最大扭矩以及电池的功率极限的函数的所述最大输出扭矩。
优选地，其中，所述控制系统通过参照所述发动机的速度和歧管压力的查找表以确定当所述发动机关闭时、在所述发动机的自动起动过程中的发动机摩擦扭矩来计算所述发动机扭矩。
优选地，其中，所述电力牵引电动机包括第一电力牵引电动机和第二电力牵引电动机。
根据另一方面，提供一种在车辆的高功率电动车辆驱动模式过程中起动发动机的方法，所述车辆具有所述发动机和变速器，所述方法包括：
在所述电动车辆驱动模式过程中经由控制系统来检测所述发动机的请求的自动起动事件；
经由发动机制动器的促动来将所述发动机从变速器的固定构件自动地断开；
确定驾驶员请求输出扭矩和所述变速器的最大输出扭矩；
当所述驾驶员请求输出扭矩超过了所计算的最大输出扭矩小于所述校准阈值的量时，执行发动机自提升控制例程或电动机过调制例程中的一个；并且
当所述驾驶员请求输出扭矩超过了所计算的最大输出扭矩大于所述校准阈值的量时，执行所述发动机自提升控制例程和所述电动机过调制例程二者。
优选地，其中，执行发动机自提升控制例程或电动机过调制例程包括选择所述发动机自提升控制例程和所述电动机过调制例程中的较低成本例程。
优选地，所述方法还包括确定所述变速器的输出速度，并且基于所确定的输出速度来选择所述较低成本例程。
优选地，其中，基于所述输出速度来选择所述较低成本例程包括当所述输出速度大于70MPH时选择所述电动机过调制例程。
优选地，所述方法还包括在所述发动机自提升控制例程过程中经由把来自所述电力牵引电动机的电动机扭矩应用至所述输入构件而临时地抑制所述发动机速度的升高，并且将所述发动机速度的升高维持在校准斜率处。
根据本发明又一方面，提供一种用于车辆的系统，所述车辆具有发动机、发动机制动器以及功率逆变器模块，所述系统包括：
变速器，其具有固定构件、输出构件以及经由脉宽调制来控制的电力牵引电动机；以及
控制系统，其与所述电力牵引电动机通信，其中，所述控制系统被编程以：
在电动车辆驱动模式过程中经由控制系统来检测所述发动机的请求的自动起动；
响应于所检测的所述发动机的请求的自动起动而请求所述发动机制动器的断开；
确定驾驶员请求输出扭矩和所述变速器的最大输出扭矩；
当所述驾驶员请求输出扭矩超过了所计算的最大输出扭矩小于所述校准阈值的量时，请求发动机自提升控制例程和电动机过调制例程中的一个；并且
当所述驾驶员请求输出扭矩超过了所计算的最大输出扭矩大于所述校准阈值的量时，请求所述发动机自提升控制例程和所述电动机过调制例程二者。
优选地，其中，所述控制系统被编程以当所述驾驶员请求输出扭矩超过了所计算的最大输出扭矩小于所述校准阈值的量时，请求所述发动机自提升控制例程和所述电动机过调制例程中的较低成本例程。
优选地，其中，所述控制系统被配置为确定所述变速器的输出速度，并且基于所确定的输出速度来请求所述较低成本例程。
优选地，其中，当所述输出速度大于70MPH时，所述电动机过调制例程被选择。
优选地，其中，所述控制系统被编程以在所述发动机自提升控制例程过程中经由把来自所述电力牵引电动机的电动机扭矩应用至所述输入构件而临时地抑制所述发动机速度的升高，并且将所述发动机速度的升高维持在校准斜率处。
当结合附图理解时，本发明的上述特征和优势以及其他特征和优势从下文的用于实施本发明的最佳模式的描述中而变得显而易见。
附图说明
图1是示例混合动力电动车辆的示意性图示，所述车辆具有内燃发动机、变速器以及被编程以在高功率电动车辆(EV)驱动模式过程中控制发动机起动的控制系统。
图2是描述用于控制图1的车辆中的高功率发动机起动的示例实施例的流程图。
图3是可由图1的控制系统使用的示例电压矢量图。
具体实施方式
参照附图，其中全部多幅附图的相同的附图标记对应于相同或相似的部件，图1中示意性地示出了示例车辆10。车辆10包括内燃发动机(E)12、具有齿轮箱17的变速器14、以及控制系统16。控制系统16可被实施为如示出的分布式控制系统，该系统具有混合动力控制模块(HCM)18和单独发动机控制模块(ECM)20形式的顶层(top-level)控制器。变速器14还包括一个或多个高电压、多相电力牵引电动机30和40，所述电力牵引电动机在图1中还分别被标记为MGA和MGB。每个电力牵引电动机30和40将电动机扭矩(TmA、TmB)传送至齿轮箱17内的一个或多个齿轮组(未示出)，并且分别包括电动机控制处理器31和41，电动机控制处理器31和41是本文描述的控制系统16的部分。
如在下文中参照图2和3解释的，控制系统16被配置为，即，在软件中被编程为并且在硬件中被装备为执行实施方法100的指令。方法100涉及选择性地执行两个不同控制例程(即，发动机自提升控制例程和电动机过调制例程，)中的一个或二者，以最小化在车辆10的较高速度下发动机12的重起动过程中、或在其他高功率重起动事件过程中的动力传动系统干扰。方法100的使用意图为相对于传统控制方法而作为防止不可接受的严重的传动系统扭矩下降的方式实现较高速度/高功率电动车辆(EV)驱动模式，所述传统控制方法可能避免操作在这样的模式中。方法100的示例实施例示出在图2中，并且在下文中更详细描述。
图1的HCM18和ECM20可每个被配置为包括有形、非暂时性存储器(M)的一个或多个计算机装置。HCM18可包括作为处理器(P)、电路的元件，包括但不限于计时器、振荡器、模拟-数字(A/D)电路、数字-模拟(D/A)电路、数字信号处理器、和任何必须的输入/输出(I/O)装置以及其他信号调制和/或缓冲电路。存储器(M)可包括只读存储器(ROM)，例如，磁和/或光存储器，与随机存取存储器(RAM)、电可擦除可编程只读存储器(EEPROM)等。
无论如何被配置，HCM18在EV驱动模式过程中执行来自其存储器(M)的方法100，根据需要经由控制器局域网络总线或其他合适的通信路径来进行HCM18、ECM20、以及电动机控制处理器31和41之间的通信。ECM20从加速器踏板AX或其他合适的节气门装置接收节气门水平(箭头Th％)，ECM18从节气门水平(箭头Th％)计算驾驶员请求的输出扭矩(箭头TREQ)。作为方法100的部分，ECM20还可将所接收的驾驶员请求的输出扭矩(箭头TREQ)通信至HCM18。
如本文使用的，术语“发动机自提升控制”指的是一种协调控制例程，在所述协调控制例程过程中，发动机12在ECM20命令发动机12重起动之前(例如经由供给燃料、火花和/或空气流控制)被通过曲柄起动至相对低的旋转速度。发动机速度(NE)被平稳地升高至校准阈值，例如，300-400RPM。存在用于传统发动机起动-停止系统的基于现货供应的12V直流起动器电动机的发动机自提升系统。本方法相反地在经由ECM20来请求发动机12的起动之前，管理来自替代这样的12VDC起动器电动机的电力牵引电动机30和40的扭矩来通过曲柄起动发动机12至阈值速度，例如约80-100RPM。
一旦被起动，发动机可加速得比在方法100下希望的更快。也就是说，发动机速度(NE)可趋向于超调(overshoot)上文提及的阈值速度。例如，如果校准阈值速度是300-400RPM，则一旦发动机12已经起动，发动机12在无干预的情况下可快速地加速超过1000RPM。因此，作为方法100的部分，HCM18可经由至电动机控制处理器31和41的电动机命令的传输(箭头11)来控制电力牵引电动机30和40的输出。这临时地抵消或抑制了升高的发动机扭矩，由此将发动机速度(NE)的升高维持在校准斜率处。发动机自提升与传统的通过曲柄起动和起动例程形成对比，传统的通过曲柄起动和起动控制在开始前述发动机通过曲柄起开和起动控制之前将发动机加速至1000RPM或更高。
如本文中使用的术语“电动机过调制控制”指的是基于脉宽调制(PWM)的电动机控制例程，其临时地最大化电动机输出扭矩。这种例程在本领域中还通常被称为“6步模式”。简要地参照图3，电压矢量图60被示出用于命令至图1的电力牵引电动机30或40中的一个的三相电压中的一相。电压矢量V旋转通过如经由圆圈62界定的线性PWM区域。
作为方法100的一部分，HCM18根据需要、经由至功率逆变器模块(PIM)32的PWM控制信号(箭头PWM)而选择性地增大电力牵引电动机30或40的输出扭矩范围。这使得电力牵引电动机30或40进入PWM的非线性区域65，所述非线性区域65在图3中以阴影表示用于增加清晰度。这样做可临时地提供可用的电动机输出扭矩的高达由边界64指示的最大极限的5-10％的增大。这样的作用以由于随之产生的扭矩脉动以及过调制的其他已知效果造成的附加的噪声、振动、以及刺耳声(NVH)为代价。然而，当过调制由HCM18选择性地采用时，这样的NVH效果在较高的车辆速度下倾向于减小，并且因而被认为是合理的性能折衷。
再次参照图1，发动机12包括输出轴13，输出轴13例如经由输入阻尼器(CI)联接至变速器14的输入构件15。输出轴13经由发动机制动器(CB)而选择性地连接至变速器14的固定构件28，所述发动机制动器例如为电机械装置或液压离合器，其在变速器14处于EV模式中时将发动机12锁定至固定构件28。HCM18可根据需要经由离合器控制信号(箭头19)而选择性地接合或脱开发动机制动器(CB)。发动机扭矩(箭头TE)作为输入扭矩(箭头TI)单独或与发动机扭矩(箭头TmA、TmB)结合而从电力牵引电动机30和/或40传至变速器14的齿轮箱17。输出扭矩(箭头TO)最终地传递至变速器14的输出构件23，并且从所述输出构件传送至驱动车轴24和驱动车轮25以推进车辆10。
电力牵引电动机30和40可被实施为高电压、多相电机。例如，在一个实施例中电力牵引电动机30和40可额定(rated)用于至少200V的交流电，因此术语“高电压”指的是超过传统12-15V交流或直流电辅助电压水平的任何电压水平。在其他实施例中，电力牵引电动机30和40的电压额定值可超过30-60V交流电。电力牵引电动机30和40经由高电压交流总线21而电连接至PIM32，而PIM32是利用功率调节电子器件和半导体开关33的电压逆变装置。
半导体开关33可被实施为IGBT或MOSFET，其响应于来自HCM18的PWM信号(箭头PWM)而被快速地切换。这种切换以及任何需要的信号过滤提供所要求的多相输出电压至电力牵引电动机30和40。PIM32又经由高电压直流总线22而电连接至高电压电池模块(B)34，所述模块例如为多单元可再充电锂离子电池或其他合适的能量存储系统。电池参数，诸如电量状态(箭头SOC)可被通信至HCM18，并且如下文解释的，作为方法100的部分被处理。车辆10还可包括在图1的简化图中未示出的其他功率部件，诸如辅助功率模块或电压调节器，所述电压调节器将来自PIM32的电压减小至适用于为辅助车辆系统提供电能的12-15V直流电辅助水平。
参照图2，并且参照图1中示出的结构元件，用于控制发动机12的高功率起动的方法100的示例实施例以步骤102开始。在步骤102处，HCM18检测在EV驱动模式过程中的发动机12的请求自动起动事件。步骤102可包括验证当前驱动模式是EV驱动模式，这在HCM18的逻辑中已知，并且继而确定驾驶员请求的输出扭矩(TREQ)，例如，经由与ECM20的通信。如上文提到的，驾驶员请求的输出扭矩(TREQ)可通过使用ECM20的处理器(P)来处理节气门水平(Th％)。步骤102被重复直到检测到高功率发动机自动起动事件开始，在该点处方法100行进至步骤104。
步骤104包括卸载图1的发动机制动器CB以将发动机12从固定构件28脱开。HCM18可将离合器控制信号(箭头19)传送至发动机制动器CB，离合器控制信号(箭头19)的本质是取决于发动机制动器CB的特定设计的。例如，传统的液压促动盘(plate)离合器可由可变力电磁阀(未示出)控制，其响应于位置或压力命令，而电机械离合器可响应于电流或电压信号。一旦发动机制动器CB被脱开或卸载，方法100行进至步骤106。
在步骤106处，HCM18接下来计算最大输出扭矩(TO,MAX)。例如，在3000RPM和90℃下，示例电动机可产生高达200Nm的扭矩。对于任何给定电动机的最大输出扭矩(TO,MAX)，如本领域中已知的，可作为各种动力总成约束条件的函数来计算。在图1的车辆10中，这种动力总成约束条件可包括电池模块34的功率极限，可经由电量状态(SOC)、电压、电流、和/或其他变量来确定。其他的约束条件可包括输入构件15的校准希望加速度、发动机12的发动机扭矩、以及最大电动机扭矩。发动机扭矩可由控制系统通过参照发动机12的速度和歧管压力(箭头MAP)的查找表以确定当发动机12关闭时、在发动机12的自动起动过程中的发动机摩擦扭矩来计算，其中所述速度对于ECM20经由节气门(箭头Th％)已知或被测量。该查找表可被记录在HCM18或ECM20的存储器(M)中。
关于最大发动机扭矩，这样的约束条件可同样地经由查找表或通过计算确定。如在本领域中已知的，每个电力牵引电动机，包括图1的电力牵引电动机30和40，具有由输入电压和旋转速度索引的最大扭矩曲线，使得通过测量电动机电压和速度，HCM18可容易地计算或访问(access)对应的最大电动机扭矩。虽然为了简化说明而从图1中省略，然而诸如电压和速度传感器等其他电传感器可被定位在电力牵引电动机30和40内或相对于它们定位，以确定这些值。一旦变速器14的最大输出扭矩(TO,MAX)已知，方法100行进至步骤108。
步骤108包括确定是否驾驶员请求输出扭矩(TREQ)超过了所计算的最大输出扭矩(TO,MAX)，诸如经由简单的数学逻辑比较来。当最大输出扭矩(TO,MAX)超过驾驶员请求输出扭矩(TREQ)时，即，当电力牵引电动机30和40能够提供需要的扭矩而不借助于特殊的控制步骤114或116，步骤110被执行。当驾驶员请求输出扭矩(TREQ)超过所计算的最大输出扭矩(TO,MAX)时，步骤112作为替代方式被执行。
在步骤110处，图1的发动机12以由HCM18确定的方式、使用来自电力牵引电动机30和/或40中的一者或二者的电动机扭矩TmA和/或TmB来起动。由于仅在步骤108处确定电力牵引电动机30和40具有大量的可用电动机扭矩以满足要求输出扭矩(TREQ)时到达步骤110，所以电力牵引电动机30和40可在经由ECM20来命令供给燃料/发出火花以及发动机12开始之前一直通过曲柄起动发动机12直至达到希望的起动发动机速度，例如，600-700RPM。当发动机12运行时，方法100结束。
步骤112可包括评估校准车轴扭矩下降阈值，其可被预先记录在HCM18的存储器(M)中。步骤112确定是否来自步骤102的驾驶员请求输出扭矩(TREQ)超过了最大输出扭矩(TO,MAX)一校准量(CAL1)，即，是否车轴扭矩中的阈值下降将发生在发动机12的重起动时。如果如此，则方法100行进至步骤116。否则，方法100行进至步骤114。
在步骤114处，HCM18接下来选择并且执行两个不同控制例程中的一个，即，发动机自提升控制(ESLC)例程和电动机过调制(OM)例程，所述两种例程在上文已描述。在可能的实施例中，所选择的例程可离线确定用于一定范围的车辆速度，例如使用客观或主观的成本标准。客观成本标准可包括功率消耗，步骤114包括选择较低成本的选项。主观成本标准可包括发动机起动质量，例如测试车辆中在不同速度时所感知的。
由于发动机12的较高速度/较高功率起动趋向于随着速度增大而变得对于驾驶员更明显，特别地是在约70MPH的阈值速度以上，例如，60-80MPH，因此步骤114可包括在阈值速度以下执行所述例程中的一个、并且在阈值速度以上执行所述例程中的另一个。然而，不管其中例程在步骤114中被选择的方式，在该步骤仅一个例程被选择。方法100在步骤114之后完成，在高功率发动机起动事件的下一个实例时在步骤102处再重复。
步骤116包括同时地执行发动机自提升控制例程和电动机过调制例程二者。当步骤116完成时，步骤116结束，方法100也结束。方法100在高功率发动机起动事件的下一个实例时在步骤102处再重复。
虽然已经详细描述了实施本发明的最佳模式，但是熟悉本发明涉及的领域的人员将认识到在所附权利要求的范围内、用于实行本发明的各种替代设计和实施例。

Claims (10)

1.一种在车辆的高功率电动车辆驱动模式过程中起动发动机的方法，所述车辆具有所述发动机和变速器，所述方法包括：
在所述电动车辆驱动模式过程中经由控制系统来检测所述发动机的请求的自动起动事件；
经由发动机制动器的促动来将所述发动机从变速器的固定构件自动地断开；
确定驾驶员请求输出扭矩和所述变速器的最大输出扭矩；
当所述驾驶员请求输出扭矩超过了所计算的最大输出扭矩小于所述校准阈值的量时，执行发动机自提升控制例程或电动机过调制例程中的一个；并且
当所述驾驶员请求输出扭矩超过了所计算的最大输出扭矩大于所述校准阈值的量时，执行所述发动机自提升控制例程和所述电动机过调制例程二者。
2.如权利要求1所述的方法，其中，执行发动机自提升控制例程或电动机过调制例程包括选择所述发动机自提升控制例程和所述电动机过调制例程中的较低成本例程。
3.如权利要求2所述的方法，还包括确定所述变速器的输出速度，并且基于所确定的输出速度来选择所述较低成本例程。
4.如权利要求3所述的方法，其中，基于所述输出速度来选择所述较低成本例程包括当所述输出速度大于70MPH时选择所述电动机过调制例程。
5.如权利要求1所述的方法，还包括在所述发动机自提升控制例程过程中经由把来自所述电力牵引电动机的电动机扭矩应用至所述输入构件而临时地抑制所述发动机速度的升高，并且将所述发动机速度的升高维持在校准斜率处。
6.一种用于车辆的系统，所述车辆具有发动机、发动机制动器以及功率逆变器模块，所述系统包括：
变速器，其具有固定构件、输出构件以及经由脉宽调制来控制的电力牵引电动机；以及
控制系统，其与所述电力牵引电动机通信，其中，所述控制系统被编程以：
在电动车辆驱动模式过程中经由控制系统来检测所述发动机的请求的自动起动；
响应于所检测的所述发动机的请求的自动起动而请求所述发动机制动器的断开；
确定驾驶员请求输出扭矩和所述变速器的最大输出扭矩；
当所述驾驶员请求输出扭矩超过了所计算的最大输出扭矩小于所述校准阈值的量时，请求发动机自提升控制例程和电动机过调制例程中的一个；并且
当所述驾驶员请求输出扭矩超过了所计算的最大输出扭矩大于所述校准阈值的量时，请求所述发动机自提升控制例程和所述电动机过调制例程二者。
7.如权利要求6所述的系统，其中，所述控制系统被编程以当所述驾驶员请求输出扭矩超过了所计算的最大输出扭矩小于所述校准阈值的量时，请求所述发动机自提升控制例程和所述电动机过调制例程中的较低成本例程。
8.如权利要求7所述的系统，其中，所述控制系统被配置为确定所述变速器的输出速度，并且基于所确定的输出速度来请求所述较低成本例程。
9.如权利要求8所述的系统，其中，当所述输出速度大于70MPH时，所述电动机过调制例程被选择。
10.如权利要求6所述的系统，其中，所述控制系统被编程以在所述发动机自提升控制例程过程中经由把来自所述电力牵引电动机的电动机扭矩应用至所述输入构件而临时地抑制所述发动机速度的升高，并且将所述发动机速度的升高维持在校准斜率处。
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