CN105416272B - 混合动力车的发动机转速的控制方法 - Google Patents

混合动力车的发动机转速的控制方法 Download PDF

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Publication number
CN105416272B
CN105416272B CN201410827591.XA CN201410827591A CN105416272B CN 105416272 B CN105416272 B CN 105416272B CN 201410827591 A CN201410827591 A CN 201410827591A CN 105416272 B CN105416272 B CN 105416272B
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engine
generator
speed
electric vehicle
torque
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Expired - Fee Related
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CN201410827591.XA
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CN105416272A (zh
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温亨锡
吴能燮
林盛晔
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Hyundai Motor Co
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Hyundai Motor Co
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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
    • 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
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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
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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    • B60—VEHICLES IN GENERAL
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • 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
    • 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
    • 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
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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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    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • H—ELECTRICITY
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    • 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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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P2101/00—Special adaptation of control arrangements for generators
    • H02P2101/25—Special adaptation of control arrangements for generators for combustion engines
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/93—Conjoint control of different elements

Abstract

本发明提供一种混合动力车的发动机转速的控制方法，该混合动力车包括连接到变速器的电动机、向所述电动机提供驱动电压的电池、通过发动机离合器选择性地连接到所述电动机的发动机、以及连接到所述发动机的混合起动发电机(HSG)，所述控制方法包括如下步骤：当所述发动机被起动时将外部空气温度与预设温度比较；根据外部空气温度与预设温度的比较，设定所述电池的降额因子；根据电池电压确定所述混合起动发电机的输出区域；以及根据所设定的电池的降额因子和所确定的混合起动发电机的输出区域输出所述混合起动发电机的可用扭矩。

Description

混合动力车的发动机转速的控制方法
技术领域
本发明涉及一种混合动力车的发动机转速的控制方法。更具体地，本发明涉及这样一种混合动力车的发动机转速的控制方法，其根据电池电压差异化HSG(HybridStarter-Generator：混合起动发电机)输出区域，使混合起动发电机(HSG)的输出最大化并即使是使用具有减小的惯性的飞轮(flywheel)升高发动机转速的时候，仍控制具有增加输出的HSG的速度，使振动最小化，由此能够改善混合动力车的燃料消耗和起动响应性。
背景技术
混合动力车是使用两种或多种不同动力源的车辆，通常由燃烧燃料获得驱动扭矩的发动机和利用电池动力获得驱动扭矩的电动机驱动。混合动力车可按不同结构形成，例如使用发动机和电动机作为动力源，同时安装有变速器的电气设备(TMED：TransmissionMounted Electric Device)型混合动力车包括连接到变速器的电动机。该TMED型混合动力车可包括插入到变速器和发动机之间的发动机离合器，从而通过发动机离合器的断开和连接实现电动车(EV：electric vehicle)模式和混合动力电动车(HEV：hybrid electricvehicle)模式。进一步地，TMED型混合动力车按照每一生产商具有固有特性，并且有些混合动力车具有通过皮带(belt)连接到发动机的混合起动发电机(HSG)。当起动发动机或处于发动机已起动的状态时，该HSG通过作为发电机工作，给电池充电。
当具有HSG的混合动力车从EV模式转换为HEV模式时，通过采用驱动电动机和HSG将起动和驱动分开，可保证起动响应性(starting responsiveness)，并且可最小化振动。然而，因为常规的HSG使用区域是考虑到在车辆行驶当中的不利条件而选择的，HSG的输出被限制。然而，因为车辆大部分时间行驶在通常驱动条件下，所以有必要根据可用的电池电压可变地使用HSG输出扭矩。
关于发动机，为了减少振动和旋转振动(例如，由于活塞的往复式运动)，可设置飞轮。发动机通过旋转运动产生惯性，并且约65-70％的惯性由飞轮引起。惯性在移动方向的相反方向起作用，并且当惯性很大时，如果发动机旋转，损坏加剧。因此，当车辆行驶时，为了最小化惯性阻力引发的发动机输出损耗，有必要减少飞轮的惯性。然而，因为飞轮减少发动机振动，当只是简单地减小飞轮的惯性时，驾驶者可能由于振动感觉不舒服。
本背景技术部分公开的以上信息仅为了增强对本发明的背景的理解，因此可能包含不构成已在本国为本领域的技术人员所知的但相关现有技术的信息。
发明内容
本发明提供一种混合动力车的发动机转速的控制方法，其根据电池电压差异化HSG(Hybrid Starter-Generator：混合起动发电机)输出区域，使混合起动发电机(HSG)的输出最大化并即使是使用具有减小的惯性的飞轮(flywheel)升高发动机转速的时候，仍控制具有增加输出的HSG的速度，使振动最小化，由此能够改善混合动力车的燃料消耗和起动响应性。
本发明的实施例提供一种混合动力车的发动机转速的控制方法，该混合动力车包括连接到变速器的电动机、向所述电动机提供驱动电压的电池、通过发动机离合器选择性地连接到所述电动机的发动机、以及连接到所述发动机的混合起动发电机，所述控制方法包括如下步骤：当所述发动机被起动时将外部空气温度与预设温度比较；根据外部空气温度与预设温度的比较，设定所述电池的降额因子(rated derating factor)；根据电池电压确定所述混合起动发电机的输出区域；以及根据所设定的电池的降额因子和所确定的混合起动发电机的输出区域输出所述混合起动发电机的可用扭矩。
所述控制方法还可以包括如下步骤：当外部空气温度低于所述预设温度时，设定所述电池的降额因子为小于1，并且当外部空气温度大于或等于所述预设温度时，设定所述电池的降额因子为1。
所述的控制方法还可以包括如下步骤：当所述电池电压低于第一预设电压时，应用所述混合起动发电机的最小输出区域；当所述电池电压等于或高于所述第一预设电压并低于第二预设电压时，应用所述混合起动发电机的中间输出区域；以及当所述电池电压等于或高于第二预设电压时应用所述混合起动发电机的最大输出区域。
所述控制方法还可以包括如下步骤：
使用所述混合起动发电机的输出扭矩转动曲柄起动(cranking)所述发动机；以及仅使用所述混合起动发电机的可用扭矩提高发动机转速而不注入燃料，直至发动机转速与电动机转速同步。
所述控制方法还可以包括如下步骤：当发动机转速与电动机转速同步时，通过连结所述发动机离合器并注入燃料产生发动机扭矩。
所述控制方法还可以包括如下步骤：当混合动力车的驱动模式从电动车模式转换为混合动力电动车模式时，计算用于同步发动机转速和电动机转速的扭矩；将所述混合起动发电机的可用扭矩与所述用于同步发动机转速和电动机转速的扭矩进行比较；以及当所述混合起动发电机的可用扭矩大于所述用于同步发动机转速和电动机转速的扭矩时，保持电动车模式。
所述控制方法还可以包括如下步骤：当所述混合起动发电机的可用扭矩等于或小于所述用于同步发动机转速和电动机转速的扭矩时，转换为混合动力电动车模式。
转换为混合动力电动车模式的步骤可以包括如下步骤：使用所述混合起动发电机的可用扭矩提高发动机转速并在发动机转速提高后产生发动机扭矩。
本发明的实施方式还提供一种混合动力车的发动机转速的控制方法，该混合动力车包括连接到变速器的电动机、通过发动机离合器选择性地连接到所述电动机的发动机、以及连接到所述发动机的混合起动发电机，所述控制方法包括如下步骤：当所述发动机被起动时，使用所述混合起动发电机的输出扭矩转动曲柄起动所述发动机；确定发动机转速是否与电动机转速同步；以及当发动机转速未与电动机转速同步时，仅利用所述混合起动发电机的可用扭矩提高发动机转速而不注入燃料。
所述控制方法还可以包括如下步骤：当发动机转速与电动机转速同步时，通过连结发动机离合器并注入燃料产生发动机扭矩。
本发明的实施方式还提供一种混合动力车的发动机转速的控制方法，该混合动力车包括连接到变速器的电动机、通过发动机离合器选择性地连接到所述电动机的发动机、以及连接到所述发动机的混合起动发电机，所述控制方法包括如下步骤：当混合动力车的驱动模式从电动车模式转换为混合动力电动车模式时，计算用于同步发动机转速和电动机转速的扭矩；将所述混合起动发电机的可用扭矩与用于同步发动机转速和电动机转速的扭矩进行比较；以及当所述混合起动发电机的可用扭矩大于所述用于同步发动机转速和电动机转速的扭矩时，保持电动车模式。
所述控制方法还可以包括如下步骤：当所述混合起动发电机的可用扭矩等于或小于所述用于同步发动机转速和电动机转速的扭矩时，将车辆的模式转换为混合动力电动车模式。
转换为混合动力电动车模式的步骤可以包括如下步骤：使用所述混合起动发电机的可用扭矩提高发动机转速并在发动机转速提高后产生发动机扭矩。
如上所述，根据本发明的实施例，通过根据电池电压差异化HSG的输出区域，HSG的输出可被最大化，因此，发动机的工作时间降低且可改善起动响应性。进一步地，通过使用具有降低的惯性的飞轮改变发动机输出产生时间点，可使燃料注入时间延迟，因此可改善混合动力车的燃料消耗。同样，当使用具有降低的惯性的飞轮时，HSG的充电量增加，因此增加了EV驱动模式的最大速度和行驶时间，并且可改善混合动力车的燃料消耗。
附图说明
图1是示出了根据本发明实施例的混合动力车的发动机转速控制装置的结构图；
图2是示出了根据本发明实施例的混合动力车的发动机转速的控制方法的流程图；
图3是示出了根据本发明实施例的混合动力车的发动机转速的控制方法的流程图；
图4是示出了根据本发明实施例的混合动力车的发动机转速的控制方法的流程图；
图5是示出了根据本发明实施例的当应用于混合动力车时增加的HSG的可用扭矩的曲线图。
可以理解的是附图没必要按比例绘制，其呈现的是示出本发明的基本原理的多个优选特征的某种简化表示。这里公开的本发明的具体设计特征，比如包括具体尺寸、取向、位置和形状，将随着具体的预期应用和使用环境来确定。在整个说明书中，相同附图标记指代本发明的相同或等效部件。
具体实施方式
在下面的详细描述中，仅公开和描述了本发明的某些实施例，仅仅作为示例的目的。如本领域技术人员所知，所描述的实施例可能以多种不同的方式修改，而均不脱离本发明的的精神和范围。
在整个说明书中，除非明确地描述为相反，术语“包括(comprise)和变形如“包含(comprises或comprising)”，被理解为存在所述部件，但是不排除存在其它部件。这里使用的术语仅仅是为了说明具体实施方式的目的而不是意在限制本发明。如这里使用的，单数形式“一个(a)、一种(an)”和“该(the)”也意在包括复数形式，除非上下文中清楚指明。如这里使用的，术语“和/或”包括一个或多个相关所列项目的任何和所有组合。
应理解，这里使用的术语“车辆”或“车辆的”或其它类似术语包括通常的机动车，例如，包括多功能运动车(SUV)、公共汽车、卡车、各种商务车的客车，包括各种船只和船舶的水运工具，飞行器等等，并且包括混合动力车、电动车、插电式混合动力电动车、氢动力车和其它代用燃料车(例如，来源于石油以外的资源的燃料)。如这里所提到的，混合动力车是具有两种或多种动力源的车辆，例如，具有汽油动力和电动力的车辆。
此外，可以理解的是，下面的方法可以通过至少一个控制器实施。术语“控制器”是指包括存储器和处理器的硬件装置。存储器可示例为储存程序命令，并且处理器可示例为执行所述程序命令以实施以下进一步描述的一个或多个操作。而且，可以理解的是下述方法可以被包含控制器的装置实施，其中该装置在本领域中已知适合用于控制混合动力车的发动机转速。
此外，本发明的控制器可以被包含于计算机可读介质的非暂存性计算机可读媒体，其包括由处理器、控制器等执行的可执行程序命令。计算机可读介质的示例包括但不局限于：ROM、RAM、光盘(CD)-ROM，磁带、软盘、闪存驱动器、智能卡以及视觉数据存储装置。计算机可读记录介质也可以分布于连接至计算机系统的网络中，使得计算机可读介质以分布方式被存储与执行，例如，通过服务器或控制器局域网(CAN：controller arear network)。
下文将参考附图详细描述本发明的实施例。
图1是示出了根据本发明实施例的混合动力车的发动机转速控制装置的结构图。
参考图1，根据本发明实施例的混合动力车的发动机转速控制装置包括发动机10、安装于发动机10的曲轴(crankshaft)上的飞轮11、混合起动发电机(HSG)15、发动机离合器20、电动机30、电池35、双离合变速器(DCT：Dual Clutch Transmission)40、变速器50以及控制器60。如图1所示，发动机10通过作为第一离合器的发动机离合器20连接到电动机30，作为第二离合器的DCT 40连接到发动机10和电动机30的轴，并且变速器50连接到DCT 40。在本说明书中，第一离合器是发动机离合器20，并且第二离合器是DCT 40，但本发明并不限定于此。例如，第二离合器可实施为自动手动变速器(AMT：Auto Manual Transmission)。
用于点燃(igniting)发动机10内的气缸中燃料的HSG 15连接到发动机10。HSG 15作为电动机工作从而起动发动机10，或者在保持混合动力车起动的状态下剩余输出(surplus output)发生时，HSG 15作为发电机工作从而给电池充电。
在飞轮11电连接到发动机10的曲轴的状态下，发动机10旋转时，飞轮11同步旋转。为了将发动机10的扭矩转变为车轮的扭矩，飞轮11具有与离合器片(clutch plate)接触的摩擦面，并且由于摩擦力，飞轮11有助于发动机10的平稳旋转。因此，飞轮11通常设计为具有较大旋转惯性。
发动机离合器20设置在发动机10和电动机30之间从而接收控制器60的控制信号的输入，从而根据混合动力车的驱动模式选择性地连接发动机10和电动机30。电动机30作为电动机和发电机运行，通过从逆变器(未表示)施加的三相交流电压作为电动机工作从而产生驱动扭矩，并且在滑行行驶(coast down driving)时作为发电机工作从而回收再生能量，进而给电池35充电。电池35由多个单电池组成，并且在电池35存储用于向电动机30提供驱动电压的高电压。电池提供的直流高电压通过逆变器(未表示)被转换为三相交流电压从而提供给电动机30。
在电池35中，电池管理装置(未表示)根据充电状态控制充电和放电电压，以防止电池35被放电至限值电压或更小或者被充电至限值电压或更大。电池管理装置传递电池35的充电状态至控制器60，以使得能够执行电动机30的驱动和再生控制。
在DCT 40，多个输入齿轮(input gear)分散地设置在两个输入轴中，并且分别连接至多个输入齿轮的多个输出齿轮分散地设置在两个输出轴上。进一步地，DCT 40包括多个同步机构(synchronizer mechanism)，并且多个同步机构选择性地操作以连接多个输出齿轮中的一个和两个输出轴中的一个。进一步地，DCT 40包括两个离合器。每个离合器传递动力源(例如发动机或电动机)的动力至连接到变速器50的两个输入轴中的任一个。作为离合器，所谓的干式或湿式离合器可被使用。
通常来讲，混合动力车采用在初始起动时给电池充电的电力驱动电动机30，并且通过发动机30产生的驱动扭矩，DCT 40完全连结以传递动力至驱动轴。电动机30的输出扭矩和根据发动机离合器20的连接和断开确定的发动机10的输出扭矩的总和被提供作为输入扭矩，并且根据车辆速度和驱动条件选择随机变速器级(random transmission level)，从而变速器50输出驱动扭矩至驱动轮以保持驱动。
控制器60通过输出控制信号控制HSG 15的扭矩和发动机10的转速。控制器60可通过设置在典型混合动力车辆的多个控制器的协作，来执行根据本发明的实施例混合动力车的发动机转速的控制方法。例如，可使用作为最上级控制器(top superordinatecontroller)的混合控制单元(HCU：Hybrid Control Unit)、控制整个发动机操作的发动机控制单元(ECU：Engine Control Unit)、控制整个驱动电动机操作的电动机控制单元(MCU：Motor Control Unit)以及控制变速器的变速器控制单元(TCU：Transmission ControlUnit)。因此，为方便描述，在本说明书和权利要求中，可设置在混合动力车中的多种控制器可被表示为控制器60。
当发动机10的起动发生时，控制器60根据外部空气温度设定电池35的降额因子，根据电池35的电压确定HSG 15的输出区域，并且根据设定的电池降额因子和所确定的HSG15的输出区域输出HSG 15的可用扭矩(available torque)。在这一情形中，如果外部空气温度低于设定温度，控制器60设定电池降额因子为小于1，并且如果外部空气温度高于或等于设定温度，控制器60设定电池的降额因子为1。进一步地，如果电池35的电压小于第一预设电压，控制器60应用HSG 15的最小输出区域，如果电池35的电压高于或等于第一预设电压并小于第二预设电压，控制器60应用HSG 15的中间输出区域，并且如果电池35的电压高于或等于预设第二预设电压，控制器60应用HSG 15的最大输出区域。
当发动机10被起动时，控制器60可通过HSG 15的输出扭矩转动曲柄起动发动机10并仅通过HSG的可用扭矩来提高发动机10的速度，而不注入燃料至发动机气缸，直至发动机转速与电动机转速同步。其后，当发动机转速与电动机同步时，控制器60与发动机离合器20连接并注入燃料至发动机气缸，从而产生发动机扭矩。
当混合动力车的驱动模式从EV模式转换为HEV模式时，控制器60计算用于同步发动机转速和电动机转速的扭矩，并比较用于同步发动机转速和电动机转速与HSG的可用扭矩，从而确定是否转换为HEV模式。在本例中，如果HSG的可用扭矩大于用于同步发动机转速和电动机转速的扭矩，控制器60保持混合动力电动车的驱动模式为EV模式，并且如果HSG的可用扭矩等于或小于用于同步发动机转速和电动机转速的扭矩，控制器60可将混合动力车的驱动模式转换为HEV模式。
这里，在通过HSG的可用扭矩增加发动机转速后，控制器60可通过注入燃料至发动机气缸并产生发动机扭矩将混合动力车的模式转换为HEV模式。为了这一目的，控制器60可通过由预设程序操控的至少一个微处理器实现，并且预设程序可编程为执行根据本发明的实施例的混合动力车发动机转速控制方法的每一步骤。
图2是示出了根据本发明实施例的混合动力车的发动机转速的控制方法的流程图。
如图2所示，当控制器60确定是否需要起动发动机10(S100)时，开始根据本发明实施例的混合动力车的发动机转速的控制方法。如果发动机10被起动，控制器60比较外部空气温度和预设温度(S110)。如果外部空气温度低于预设温度，控制器60设定电池的降额因子为小于1(S120)。如果外部空气温度等于或高于预设温度，控制器60设定电池的降额因子为1(S130)。
当在步骤S120或S130设定了电池的降额因子时，控制器60根据电池35的电压确定HSG的输出区域。也就是说，控制器60将电池电压与第一预设电压比较(S140)，如果电池35的电压低于第一预设电压，控制器60应用HSG 15的最小输出区域(S160)。
如果电池35的电压等于或高于第一预设电压，控制器60将电池35的电压与第二预设电压比较(S150)。如果电池35的电压等于或高于第一预设电压并低于第二预设电压，控制器60应用HSG 15的中间输出区域(S170)。如果电池35的电压等于或高于第二预设电压，控制器60应用HSG 15的最大输出区域(S180)。其后，根据在步骤S120或S130设定的电池降额因子和在步骤S160或S180应用的HSG的输出区域，控制器60输出HSG的可用扭矩(S190)。
图5是示出了根据本发明实施例的当应用于混合动力车时HSG增加的可用扭矩的曲线图。
在图5中，示出了关于HSG转速的传统HSG的可用扭矩和根据本发明实施例的HSG的可用扭矩。
当HSG转速超过预设转速(例如，4000rpm)时，传统HSG的可用扭矩开始增加。更具体地，当HSG的最大输出区域或中间输出区域被应用时，HSG的可用扭矩更急剧地降低。
然而，根据本发明的实施例，即使当HSG的中间输出区域被应用时，如箭头所示HSG的可用扭矩增加，并且当HSG的最小输出区域被应用时，HSG的可用扭矩增加更多。这样，根据本发明的实施例，通过根据电池电压来差异化HSG的输出区域，HSG输出可被最大化，进而发动机工作时间被减小并且起动响应性可被改善。
图3是示出了根据本发明实施例的混合动力车的发动机转速的控制方法的流程图。
如图3所示，当控制器60确定是否需要起动发动机10时(S200)，则开始根据本发明的实施例的混合动力车的发动机转速的控制方法。如果需要起动发动机10，控制器60通过HSG 15的输出扭矩转动曲柄起动发动机10(S210)。在这一情形中，当具有降低惯性的飞轮11被安装从而仅通过HSG的输出扭矩同步发动机转速和电动机转速时，发动机10的曲柄rpm(cranking rpm)可仅通过HSG 15的输出扭矩而增加(例如，3000rpm或更大)。
其后，控制器60确定发动机转速是否与电动机转速同步(S220)。如果发动机转速未与电动机转速同步，控制器60仅通过HSG 15的输出扭矩提高发动机转速(S240)。也就是说，控制器60可无需注入燃料至发动机气缸而提高发动机转速且发动机转速与电动机转速同步。
随着发动机转速提高，如果在步骤S220发动机转速与电动机转速同步，控制器60连接发动机离合器20并控制注入燃料至发动机10(S230)。如前所述，通过最大化HSG 15的可用输出并通过安装具有减小的惯性的飞轮11，发动机转速提高并因而燃料注入时间点可被延迟。因此，混合动力车的燃料消耗可被改善。
图4是示出了根据本发明实施例的混合动力车的发动机转速的控制方法的流程图。
如图4所示，当控制器60确定混合动力车的驱动模式是否已/是否将会从EV模式转换为HEV模式时(S300)，开始根据本发明实施例的混合动力车的发动机转速的控制方法。如果混合动力车的驱动模式已/将会从EV模式转换为HEV模式，控制器60计算用于同步发动机转速和电动机转速的扭矩(S310)。
当用于同步发动机转速和电动机转速的扭矩被计算时，控制器60将HSG的可用扭矩与用于同步发动机转速和电动机转速的扭矩比较(S320)。如果HSG的可用扭矩高于用于同步发动机转速和电动机转速的扭矩，控制器60保持混合动力车的驱动模式为EV模式(S330)。
当具有降低的惯性的飞轮11被安装从而仅通过HSG输出扭矩同步发动机转速和电动机转速时，控制器60可通过HSG 15的输出提高EV模式的最大车辆速度。如果在步骤S320，HSG的可用扭矩等于或小于用于同步发动机转速和电动机转速的扭矩，控制器60将混合动力车的驱动模式从EV模式转换为HEV模式(S340)。在这一情形中，控制器60可通过HSG的可用扭矩提高发动机转速，通过注入燃料产生发动机扭矩，并将混合动力车的模式转换为HEV模式。
如上所述，根据本发明的实施例，通过最大化HSG的可用扭矩并通过安装具有降低的惯性的飞轮11，最大车辆速度提高了的EV模式可长时间保持，因此，混合动力车的燃料消耗可被改善。
虽然已经结合当前认为实用的实施方式描述了本发明的内容，但应被理解的是本发明不限于所公开的实施例。相反，其意在覆盖包含于所附权利要求精神和范围内的多种修改和等价布置。

Claims (12)

1.一种混合动力车的发动机转速的控制方法，该混合动力车包括连接到变速器的电动机、向所述电动机提供驱动电压的电池、通过发动机离合器选择性地连接到所述电动机的发动机、以及连接到所述发动机的混合起动发电机，所述控制方法包括如下步骤：
当所述发动机被起动时将外部空气温度与预设温度比较；
根据外部空气温度与预设温度的比较，设定所述电池的降额因子；
根据电池电压确定所述混合起动发电机的输出区域；以及
根据所设定的电池的降额因子和所确定的混合起动发电机的输出区域输出所述混合起动发电机的可用扭矩；
当外部空气温度低于所述预设温度时，将所述电池的降额因子设定为小于1，并且当外部空气温度大于或等于所述预设温度时，将所述电池的降额因子设定为1。
2.如权利要求1所述的控制方法，还包括如下步骤：
当所述电池电压低于第一预设电压时，应用所述混合起动发电机的最小输出区域；
当所述电池电压等于或高于所述第一预设电压并低于第二预设电压时，应用所述混合起动发电机的中间输出区域；以及
当所述电池电压等于或高于所述第二预设电压时，应用所述混合起动发电机的最大输出区域。
3.如权利要求1所述的控制方法，还包括如下步骤：
使用所述混合起动发电机的输出扭矩转动曲柄起动所述发动机；以及
仅使用所述混合起动发电机的可用扭矩提高发动机转速而不注入燃料，直至发动机转速与电动机转速同步。
4.如权利要求3所述的控制方法，还包括如下步骤：当发动机转速与电动机转速同步时，通过连结所述发动机离合器并注入燃料产生发动机扭矩。
5.如权利要求1所述的控制方法，还包括如下步骤：
当混合动力车的驱动模式从电动车模式转换为混合动力电动车模式时，计算用于同步发动机转速和电动机转速的扭矩；
将所述混合起动发电机的可用扭矩与所述用于同步发动机转速和电动机转速的扭矩进行比较；以及
当所述混合起动发电机的可用扭矩大于所述用于同步发动机转速和电动机转速的扭矩时，保持电动车模式。
6.如权利要求5所述的控制方法，还包括如下步骤：当所述混合起动发电机的可用扭矩等于或小于所述用于同步发动机转速和电动机转速的扭矩时，转换为混合动力电动车模式。
7.如权利要求6所述的控制方法，其中，转换为混合动力电动车模式的步骤包括如下步骤：使用所述混合起动发电机的可用扭矩提高发动机转速并在发动机转速提高后产生发动机扭矩。
8.一种混合动力车的发动机转速的控制方法，该混合动力车包括连接到变速器的电动机、通过发动机离合器选择性地连接到所述电动机的发动机、以及连接到所述发动机的混合起动发电机，所述控制方法包括如下步骤：
当所述发动机被起动时，使用所述混合起动发电机的输出扭矩转动曲柄起动所述发动机；
确定发动机转速是否与电动机转速同步；以及
当发动机转速未与电动机转速同步时，仅利用所述混合起动发电机的可用扭矩提高发动机转速而不注入燃料。
9.如权利要求8所述的控制方法，还包括如下步骤：当发动机转速与电动机转速同步时，通过连结所述发动机离合器并注入燃料产生发动机扭矩。
10.一种混合动力车的发动机转速的控制方法，该混合动力车包括连接到变速器的电动机、通过发动机离合器选择性地连接到所述电动机的发动机、以及连接到所述发动机的混合起动发电机，所述控制方法包括如下步骤：
当混合动力车的驱动模式从电动车模式转换为混合动力电动车模式时，计算用于同步发动机转速和电动机转速的扭矩；
将所述混合起动发电机的可用扭矩与用于同步发动机转速和电动机转速的扭矩进行比较；以及
当所述混合起动发电机的可用扭矩大于所述用于同步发动机转速和电动机转速的扭矩时，保持电动车模式。
11.如权利要求10所述的控制方法，还包括如下步骤：当所述混合起动发电机的可用扭矩等于或小于所述用于同步发动机转速和电动机转速的扭矩时，将车辆的模式转换为混合动力电动车模式。
12.如权利要求11所述的控制方法，其中，转换为混合动力电动车模式的步骤包括如下步骤：使用所述混合起动发电机的可用扭矩提高发动机转速并在发动机转速提高后产生发动机扭矩。
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