CN106143484B - 混合动力车辆及加热发动机冷却液的方法 - Google Patents

混合动力车辆及加热发动机冷却液的方法 Download PDF

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CN106143484B
CN106143484B CN201610321426.6A CN201610321426A CN106143484B CN 106143484 B CN106143484 B CN 106143484B CN 201610321426 A CN201610321426 A CN 201610321426A CN 106143484 B CN106143484 B CN 106143484B
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engine
temperature
vehicle
electric heater
coolant
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CN106143484A (zh
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肯尼思·詹姆士·米勒
道格拉斯·雷蒙德·马丁
托马斯·G·里昂
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
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    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/004—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for vehicles having a combustion engine and electric drive means, e.g. hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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Abstract

提供了一种混合动力车辆及加热发动机冷却液的方法，所述车辆包括发动机、电机、电加热器和控制器。电机被配置成能够通过再生制动对电池再充电。电加热器被配置成能够加热发动机冷却液。控制器被配置成能够响应于发动机冷却液温度低于阈值而将再生制动功率重新分配给电加热器。

Description

混合动力车辆及加热发动机冷却液的方法
技术领域
本发明涉及一种混合动力车辆及通过重新分配再生制动功率以加热发动机冷却液的方法。
背景技术
当发动机冷却液和发动机机油分别达到最佳运行温度时，内燃发动机即可更高效地运行。
发明内容
提供了一种车辆。所述车辆包括发动机、电机、电加热器和控制器。电机被配置为能够通过再生制动对电池再充电。电加热器被配置为能够加热发动机冷却液。控制器被配置为响应于发动机冷却液温度低于阈值而将再生制动功率分配给电加热器。
提供了一种在混合动力车辆中加热发动机冷却液的方法。所述方法包括利用电机经由再生制动产生功率，并基于发动机冷却液温度低于阈值而将功率从电机分配给电加热器，以加热发动机冷却液。
根据本公开的一个实施例，被分配给电加热器的功率是总的再生制动功率中超出电池充电率限制的那部分。
根据本公开的一个实施例，所述阈值对应于使发动机功率最大化所需的最低冷却液温度。
根据本公开的一个实施例，所述阈值对应于纯电动(EV)运行模式所需的最低冷却液温度。
根据本公开的一个实施例，阈值对应于冷却液储备温度，该冷却液储备温度超过EV运行模式所需求的最低冷却液温度。
根据本公开的一个实施例，阈值对应于用于满足车舱加热需求的最低冷却液温度。
根据本公开的一个实施例，所述阈值对应于冷却液储备温度，该冷却液储备温度超过用于满足车舱加热需求的最低冷却液温度。
根据本公开的一个实施例，进一步基于发动机机油温度低于阈值而执行所述分配。
提供了一种车辆。所述车辆包括发动机、电机、电加热器和控制器。电机被配置为能够通过再生制动对电池再充电。电加热器被配置为能够加热发动机冷却液。控制器被配置为响应于发动机机油温度低于阈值而将再生制动功率分配给电加热器。
根据本公开的一个实施例，控制器进一步被配置为用于响应于发动机冷却液温度低于阈值而将再生制功率分配给电加热器。
根据本公开的一个实施例，被分配给电加热器的再生制动功率是总的再生制动功率中超出电池充电率限制的那部分。
附图说明
图1为混合动力电动车辆的示例性动力传动系统的示意图。
图2为混合动力电动车辆中的发动机的示例性冷却系统的示意图；和
图3为利用再生制动功率使电加热器运行以加热混合动力电动车辆中发动机冷却液的方法。
具体实施方式
在此描述了本公开的实施例。然而，应理解公开的实施例仅为示例，其它实施例可以采用各种替代的形式。附图无需按比例绘制；可夸大或最小化一些特征以显示特定部件的细节。所以，在此所公开的具体结构和功能细节不应解释为限制，而仅为用于教导本领域技术人员以各种形式利用本发明的代表性基础。如本领域内的技术人员将理解的，参考任一附图示出和描述的各个特征可与一个或更多个其它附图中示出的特征组合以形成未明确示出或描述的实施例。示出的特征的组合为典型应用提供代表性实施例。然而，与本公开的教导一致的特征的各种组合和变型可以期望用于特定应用或实施方式。
参照图1，示出了根据本公开的实施例的混合动力电动车辆(HEV)10的示意图。图1示出了组件之间的代表性关系。组件在车辆中的物理布局和定向可变化。HEV 10包括动力传动系12。动力传动系12包括驱动传动装置16的发动机14，传动装置16可被称作模块化混合动力传动装置(MHT)。如将要在下面进一步详细地描述的，传动装置16包括诸如电动机/发电机(M/G)18的电机、关联的牵引电池20、变矩器22以及多级阶梯传动比自动变速器或齿轮箱24。
发动机14和M/G 18都是用于HEV 10的驱动源。发动机14通常代表动力源，动力源可包括内燃发动机(例如，由汽油、柴油或天然气驱动的发动机)或者燃料电池。发动机14产生发动机功率和相应的发动机扭矩，当位于发动机14与M/G 18之间的分离离合器26至少部分地接合时，所述发动机扭矩被供应到M/G 18。M/G 18可由多种类型的电机中的任何一种来实施。例如，M/G 18可以是永磁同步电动机。如将在下面描述的，电力电子器件将由电池20提供的直流(DC)电力调节至M/G 18的需求。例如，电力电子器件可向M/G 18提供三相交流电(AC)。
当分离离合器26至少部分地接合时，动力从发动机14流到M/G 18或从M/G 18流到发动机14是可能的。例如，分离离合器26可接合并且M/G 18可作为发电机运转，以将由曲轴28和M/G轴30提供的旋转能转换为将存储在电池20中的电能。分离离合器26还可分离，以使发动机14与动力传动系12的剩余部分隔离，从而M/G 18可充当用于HEV 10的唯一的驱动源。轴30延伸穿过M/G 18。M/G 18持续可驱动地连接到轴30，然而仅在分离离合器26至少部分地接合时，发动机14才可驱动地连接到轴30。
M/G 18经由轴30连接到变矩器22。当分离离合器26至少部分结合时，变矩器22就连接到发动机14。变矩器22包括固定到M/G轴30的泵轮和固定到变速器输入轴32的涡轮。因此变矩器22在轴30和变速器输入轴32之间提供液力耦合。当泵轮转速高于涡轮时，变矩器22将动力从泵轮传输至涡轮。涡轮转矩和泵轮转矩的大小通常取决于相对速度。当泵轮和涡轮的转速比足够高时，涡轮转矩是泵轮转矩的数倍。还可设置变矩器旁通离合器(也称为变矩器锁止离合器)34，在变矩器旁通离合器34接合时，变矩器旁通离合器34使变矩器22的泵轮和涡轮摩擦地或机械地结合，而允许更有效地传递动力。变矩器旁通离合器34可作为起步离合器操作，以提供平稳的车辆起步。作为选择或相结合地，对于不包括变矩器22或变矩器旁通离合器34的应用而言，可在M/G 18与齿轮箱24之间设置与分离离合器26相似的起步离合器。在一些应用中，分离离合器26通常被称作上游离合器，而起步离合器34(可以是变矩器旁通离合器)通常被称作下游离合器。
齿轮箱24可包括齿轮组(未示出)，该齿轮组通过诸如离合器和制动器(未示出)的摩擦元件的选择性接合而选择性地置于不同的齿轮比，以建立期望的多个离散驱动传动比或阶梯驱动传动比。通过换挡计划能够控制摩擦元件，该换挡计划使齿轮组的某些元件连接和分离来控制变速器输入轴32与变速器输出轴36之间的传动比。齿轮箱24基于各种车辆和周围的操作条件而通过关联的控制器(例如，动力传动系控制单元(PCU))从一个传动比自动地换挡到另一个传动比。然后，齿轮箱24向输出轴36提供动力传动系输出扭矩。
应理解的是，与变矩器22一起使用的液压控制的齿轮箱24仅仅是齿轮箱或变速器布置的一个示例；接收来自发动机和/或马达的输入扭矩然后以不同传动比将该扭矩提供至输出轴的任何多级传动比齿轮箱用于本公开的实施例都是可接受的。例如，齿轮箱24可由机械式自动机械式(或手动)变速器(AMT)实施，该AMT包括一个或更多个伺服马达以沿拨叉导轨(shift rail)平移/旋转换挡拨叉，从而选择期望的齿轮比。如本领域的普通技术人员通常理解的，AMT可用在(例如)具有较高扭矩需求的应用中。
如图1的代表性实施例所示，输出轴36连接到差速器40。差速器40经由连接到差速器40的各自的车轴44驱动一对车轮42。差速器在允许轻微的速度差异的同时(例如，在车辆转弯时)向每个车轮42传递大体上相等的扭矩。不同类型的差速器或类似的装置可用于将扭矩从动力传动系分配到一个或更多个车轮。在一些应用中，扭矩分配可根据(例如)特定的操作模式或条件而变化。
动力传动系12还包括关联的控制器50(例如动力传动系控制单元(PCU))。虽然示出为一个控制器，但是控制器50可以是更大的控制系统的一部分并且可由遍布车辆10的各种其它控制器(例如，车辆系统控制器(VSC))来控制。因此，应理解的是，动力传动系控制单元50和一个或更多个其它的控制器能够统称作“控制器”，该“控制器”响应于来自各种传感器的信号而控制各种致动器，以控制多个功能，诸如启动/停止发动机14、运转M/G 18以提供车轮扭矩或给电池20充电、选择或安排变速器挡位等。控制器50可包括与各种类型的计算机可读存储装置或介质通信的微处理器或中央处理单元(CPU)。计算机可读存储装置或介质可包括例如只读存储器(ROM)、随机存取存储器(RAM)和不失效存储器(KAM，keepalive memory)形式的易失性存储器和非易失性存储器。KAM是一种可用于在CPU断电时存储各种操作变量的持久性存储器或非易失性存储器。计算机可读存储装置或介质可采用若干种已知的存储装置(例如，PROM(可编程只读存储器)、EPROM(电可编程只读存储器)、EEPROM(电可擦除可编程只读存储器)、闪速存储器或能够存储数据(这些数据中的一些代表由控制器在控制发动机或车辆时所使用的可执行指令)的任何其它电的、磁的、光学的或它们相结合的存储装置)中的任意存储装置来实现。
控制器经由输入/输出(I/O)接口与各种发动机/车辆传感器和致动器通信，该I/O接口可实现为提供各种原始数据或信号调节、处理和/或转换、短路保护等的单独集成接口。替代地，一个或更多个专用的硬件或固件芯片可用于在特定的信号被供应到CPU之前调节并处理所述特定的信号。如图1的代表性的实施例通常示出的，控制器50可将信号发送到发动机14、分离离合器26、M/G 18、起步离合器34、变速器齿轮箱24和电力电子器件56和/或从上述部件接收信号。虽然没有明确地示出，但是本领域的普通技术人员将认识到位于以上标示的每个子系统中的由控制器50控制的各种功能或组件。可利用由控制器执行的控制逻辑直接或间接地致动的参数、系统和/或组件的代表性示例包括燃料喷射正时、速率、持续时间、节气门位置、火花塞点火正时(用于火花点火式发动机)、进气门/排气门正时和持续时间、前端附件驱动(FEAD)组件(诸如交流发电机)、空调压缩机、电池充电或放电(包括确定最大充电和放电功率极限)、再生制动、M/G操作、用于分离离合器26、起步离合器34以及变速器齿轮箱24的离合器压力等。经由I/O接口的传感器通信输入可用于指示(例如)涡轮增压器增压压力、曲轴位置(PIP)、发动机转速(RPM)、车轮速度(WS1、WS2)、车速(VSS)、冷却液温度(ECT)、进气歧管压力(MAP)、加速踏板位置(PPS)、点火开关位置(IGN)、节气门位置(TP)、空气温度(TMP)、废气氧(EGO)或其它废气组分浓度或存在性、进气流量(MAF)、变速器挡位、变速器传动比或模式、变速器油温(TOT)、变速器涡轮转速(TS)、变矩器旁通离合器34状态(TCC)、减速或换挡模式(MDE)、电池温度、电压、电流或充电状态(SOC)。
由控制器50执行的控制逻辑或功能可通过流程表或类似的图表在一个或更多个图中表示。这些图提供可使用一个或更多个处理策略(例如，事件驱动、中断驱动、多任务、多线程等)实现的代表性的控制策略和/或逻辑。如此，示出的各种步骤或功能可以以示出的顺序执行、并行执行或在一些情况下被省略。虽然不总是明确地示出，但是本领域的普通技术人员将意识到，一个或更多个示出的步骤或功能可根据正在使用的特定的处理策略而重复地执行。类似地，不一定需要处理的顺序就能够获得在此描述的特点和优势，而提供处理的顺序便于说明和描述。控制逻辑可以主要以软件实施，该软件由基于微处理器的车辆、发动机和/或动力传动系控制器(例如，控制器50)执行。当然，控制逻辑可根据特定的应用以一个或更多个控制器中的软件、硬件或软件与硬件的结合实施。当以软件实施时，控制逻辑可设置在一个或更多个计算机可读存储装置或介质中，该计算机可读存储装置或介质存储了代表由计算机执行以控制车辆或其子系统的指令或代码的数据。计算机可读存储装置或介质可包括若干已知的物理装置中一个或更多个，所述若干物理装置采用电的、磁的和/或光学的存储器来保存可执行的指令和相关的校准信息、操作变量等。
车辆的驾驶员可使用加速踏板52来提供需要的扭矩、动力或驱动命令以推进车辆。通常，踩下和释放制动踏板52产生可被控制器50解读成分别需要增大或减小制动力的制动踏板位置信号。至少基于来自踏板的输入，控制器50命令来自发动机14和/或M/G 18的扭矩。控制器50还控制齿轮箱24中的换挡正时以及分离离合器26与变矩器旁通离合器34的接合或分离。与分离离合器26一样，变矩器旁通离合器34能够在接合位置与分离位置之间的范围内调节。除了由泵轮与涡轮之间的液力耦合产生可变打滑之外，上述调节在变矩器22中也产生了可变打滑。替代地，根据特定的应用，变矩器旁通离合器34可操作为锁止或分离，而不使用被调节的操作模式。
为了利用发动机14驱动车辆，分离离合器26至少部分地接合，以通过分离离合器26将发动机扭矩的至少一部分传递给M/G 18，然后从M/G 18经过变矩器22和齿轮箱24继续传递。M/G 18可通过提供额外的动力来辅助发动机14而使轴30转动。这种操作模式可被称作“混合动力模式”或“电动辅助模式”。
为了利用用作唯一动力源的M/G 18驱动车辆，除了分离离合器26使发动机14与动力传动系12的剩余部分隔离以外，功率流保持不变。在此期间，发动机14中的燃烧可被禁止或者否则的话关闭发动机以节省燃料。牵引电池20通过线路54向可包括(例如)逆变器的电力电子器件56传递所存储的电能。电力电子器件56将来自电池20的DC电压转换为供M/G 18使用的AC电压。控制器50命令电力电子器件56将来自电池20的电压转换为提供到M/G 18的AC电压，以向轴30提供正扭矩或负扭矩。这种操作模式被称作“纯电动”操作模式。
在任何操作模式中，M/G 18可作为马达并提供用于动力传动系12的驱动力。或者，M/G 18可作为发电机并将来自动力传动系12的动能转换为将存储在电池20中的电能。M/G18可在(例如)发动机14提供用于车辆10的推进动力期间作为发电机。此外，在再生制动时间内M/G 18可用作发电机，在再生制动中，来自旋转车轮42的旋转能经由齿轮箱24回传并被转换成电能而储存在电池20中。
应理解的是，图1中示出的示意图仅仅是示例性的而并未意图限制。可考虑采用发动机与马达两者的选择性接合来通过变速器传递动力的其它构造。例如，M/G 18可相对于曲轴28偏置，可设置额外的马达来起动发动机14，和/或M/G 18可设置在变矩器22与齿轮箱24之间。在不脱离本公开的范围的情况下，可考虑其它构造。
参照图2，发动机14的冷却系统58的示意图是根据本公开的实施例示出的。冷却系统58包括一系列的冷却回路60。冷却液通过冷却回路60循环以从发动机14去除多余的热量。冷却回路60可包括至少一个换热器，该换热器被配置为从冷却液中除去多余的热量。例如，当冷却液流经发动机14并通过第一换热器62(即，散热器)时，多余的热量可以从冷却液传递到混合动力汽车10的外部环境。可包括风扇64以引导空气流过第一热交换器62，以使热量从流经第一热交换器62的冷却液传递至空气。泵66用来通过冷却回路60循环冷却液。可包括温控器68，以使冷却液绕过第一换热器62，并继续循环冷却液而使之通过发动机14，直到获得最佳的冷却液的工作温度。第二换热器70(即，车舱加热器或加热器芯)可用于将多余的热量从冷却液传递到流入HEV 10车舱中的空气。可包括风机72以引导流入车舱的空气流过第二换热器70，以使热量从流经第二热交换器70的冷却液传递至空气。控制阀74可用于节流或关闭流过第二热交换器70的冷却液。控制阀74可被连接到车舱的气候控制系统，并且可被配置为基于车舱乘员的气候需求而打开和关闭。风机72也可被连接到气候控制系统，并可被配置为基于车舱乘员的气候需求而进行运转。
冷却系统58还可包括可用于将热量传递给流经冷却回路60的冷却液的电加热器76。电加热器76可以是可用于将热量传递给流体的任何类型的电加热器，包括具有电阻加热元件的加热器、浸入式加热器和正温度系数(PTC)加热器。电加热器76可与控制器50进行通信。控制器50可被配置为在将热量传递至流经冷却回路60的冷却液可能有利的情况下启动电加热器76。
电加热器76可从牵引电池20、附件电池78(例如在汽车中常见到的12V电池)、交流发电机(未显示)、M/G 18或HEV10中包括的任何其它动力源经由电线获得电力。电加热器76可被配置为接受交流电和/或直流电。如果电加热器76被配置为仅在直流电下运行而动力源(例如,交流发电机或M/G 18)被配置为产生交流电，可包括交流至直流转换器。如果电加热器76被配置为仅在交流电下运行而动力源(例如,电池)被配置为产生直流电，则可包括直流至交流转换器。
控制器50也可与牵引电池20、附件电池78、M/G 18、交流发电机或其可用于为电加热器76提供电力的任何其它动力源进行通信。在将热量传递至流经冷却回路60的冷却液可能有利的情况下，控制器50可协调哪个动力源将会为电加热器76提供电力。例如，如果牵引电池20被充分充电，则牵引电池20可用于为电加热器76提供电力，如果附件电池78被充分充电，则附件电池78可用于为电加热器76提供电力，如果M/G 18作为发电机运行，则M/G 18可用于为电加热器76提供电力，或交流发电机可用于为电加热器76提供电力。
控制器50也可与一系列传感器进行通信，所述传感器被配置为用于向控制器50传输HEV10的特定条件或周围环境。至少一个冷却液温度传感器可被配置为用于将冷却回路60中冷却液的温度传输至控制器50。在所示的实施例中，第一冷却液温度传感器80被示出为在发动机14的出口侧，而第二冷却液温度传感器82被示出为在发动机14的入口侧。然而，本公开不应被解释为限于这种配置，应被解释为包括有一个或更多个冷却液温度传感器的冷却系统，所述冷却液温度传感器可被设置在冷却回路60的任何位置。至少一个发动机机油温度传感器84可被配置为将发动机机油的温度传输至控制器50。发动机机油温度传感器84可设置在发动机14内的任何适当位置，所述发动机14可提供精确的机油温度读数。至少一个环境空气温度传感器86可被配置为将周围环境的温度传输至控制器50。
冷却系统58只是出于说明性目的，而不应被解释为限于图2所示的特定结构和配置。例如，冷却回路60的顺序或位置(或位于冷却回路内的元件)可重新组织或重新排布；冷却系统58可包括溢流槽或脱气瓶(degas bottle)；冷却系统58可包括用于冷却HEV10的其他部件的附加冷却回路，例如变速器齿轮箱24、变矩器22、电力电子器件56或M/G 18、催化转换器(catalytic converter,未显示)、涡轮增压器(如果包括)或可能需要冷却的任何其它车辆部件。
在某些情况下运行电加热器76以便增加冷却液的温度会是有益处的。一旦发动机的温度处于或高于温度阈值，内燃发动机(包括发动机14)可更高效地运转。当内燃发动机在低于温度阈值的温度下运转时，发动机内部摩擦损失(包括发生在活塞到汽缸环交界面(cylinder ring interface)、各种轴承和气门机构组件处的摩擦损失)可能会增加。这是受发动机冷却液温度影响的局部发动机机油和金属温度导致的。燃料也易于在发动机进气组件的内表面上形成薄膜，这干扰了空气/燃料控制系统，导致发动机排放增加。当发动机14在低于温度阈值运转时，电加热器76可运行来增加冷却液的温度，这反过来会增加发动机14的温度。以效率为目的的发动机温度阈值会与范围在180°F至220°F的冷却液最低工作温度吻合。以排放为目的的发动机温度阈值会与范围在110°F至140°F的冷却液最低工作温度吻合。
发动机14在某些情况下会关闭以节省燃料及提高燃油效率。当发动机14关闭时,HEV 10可通过M/G 18被提供动力,M/G 18从牵引电池20接收电力。当M/G 18单独为HEV 10提供动力时，HEV 10以可被称为EV模式(即，电动汽车模式)运行。HEV10在EV模式下运行的时间段通常受限于牵引电池20的充电量。然而，HEV10可以在EV模式下运行的时间段也受限于冷却液的最低工作温度，以便出于排放目的确保发动机14在温度阈值以上运行。电加热器76可运行以用于增加冷却液的温度，以使HEV10在EV模式下运行时间段最大化。电加热器76可预期到EV模式而运行或在EV模式下运行。使HEV10处于EV模式的时间段最大化所需的发动机冷却液的最低温度可与出于排放目的的冷却液最低工作温度相吻合(介于110°F至140°F之间)，或者它可与出于效率目的的冷却液最低工作温度相吻合(介于180°F–至220°F之间)。替代地，使HEV10处于EV模式的时间段最大化所需的发动机冷却液的最低温度可以是超过出于排放目的的冷却液最低工作温度达5°F至40°F的储备温度(reservetemperature)，或可以是超过出于效率目的的冷却液最低工作温度达5°F至40°F的储备温度。
在第二热交换器70和风机72运行来加热流入HEV10车舱中的空气的时间段内，电加热器76也可运行来增加发动机冷却液的温度。当第二热交换器70和风机72正在被使用时所需的发动机冷却液的最低温度可与出于效率目的的冷却液最低工作温度相一致(介于180°F至220°F之间)，或者可以是超过出于效率目的的冷却液最低工作温度的储备温度。例如，当第二热交换器70和风机72正在被使用时所需的发动机冷却液的最低温度可超过出于效率目的的冷却液最低工作温度达5°F至40°F。
在预期到使用第二热交换器70和风机72加热流入HEV10车舱中的空气，则电加热器76也可运行来增加发动机冷却液的温度。例如，如果环境空气温度低于阈值(介于45°F至65°F之间)，而且发动机冷却液在低于所期望的工作温度(介于180°F至220°F之间)下运行，则由于有可能使用第二热交换器70和风机72来加热流入HEV10车舱中的空气，所以运行电加热器76会是有益处的。
在某些情况下运行电加热器76以便增加冷却液的温度也是有益处的。一旦发动机的温度处于或高于最佳温度阈值，内燃发动机(包括发动机14)可更高效地运转。发动机机油在较低温度下更有粘性，这就增加了发动机运动部件之间的摩擦，导致效率的损失。当发动机机油在低于最佳温度阈值之下运行时，电加热器76可运行来增加冷却液的温度，这反过来会增加发动机机油的温度。在替代实施例中，电加热器76可被配置为直接增加发动机机油的温度。发动机机油最佳温度阈值可介于180°F至250°F之间。
参考图3，示出了一种利用再生制动功率使电加热器76运行以加热发动机冷却液的方法100。方法100始于开始框102。方法100可通过将车辆点火开关置于“打开”位置、按下“开始/运行”按钮、将HEV10的传动装置置于特定的挡位选择而开始,或者可通过任何其他合适的条件开始，在所述条件中，HEV10可能经由M/G18通过再生制动发电。
在步骤104，确定M/G18(电机)是否正在经再生制动产生电力。如果M/G 18未正在通过再生制动产生电力，则所述方法100在步骤106结束。如果M/G 18正在通过再生制动产生电力，则该方法转到步骤108。
在步骤108，确定正在产生的总的再生制动功率是否超过了牵引电池20的充电率限制(charging rate limit)。牵引电池20的充电率限制可取决于几个因素，包括牵引电池20接收电荷的能力、电力电子56传输电力的能力、M/G 18的最大功率或M/G18的最大扭矩。如果总的再生制动功率未超过牵引电池20的充电率限制，则该方法100在步骤106结束。如果总的再生制动功率超过了牵引电池20的充电率限制，则该方法转到步骤110。
在步骤110，确定发动机机油温度是否低于阈值。发动机机油温度的阈值可对应于上面讨论的发动机机油的最佳温度阈值。如果发动机机油温度不低于所述阈值，该方法100在步骤106结束。如果发动机机油温度低于所述阈值，该方法转到步骤112。
在步骤112，确定发动机冷却液温度是否低于阈值。发动机冷却液温度的阈值可对应于上面讨论的任何一种冷却液温度，所述冷却液温度与发动机排放、发动机效率、最大化HEV10在EV模式下运行的时间段、加热流入HEV10车舱中的空气，或预期到加热流入HEV10车舱中的空气有关。如果发动机冷却液温度不低于所述阈值，则该方法100在步骤106结束。如果发动机冷却液温度低于所述阈值，则该方法转到步骤114。
在步骤114，由M/G 18通过再生制动正在产生的电力被分配为给电加热器76供电，以加热发动机冷却液。被分配为给电加热器76供电的再生制动功率的量可对应于总的再生制动功率中超出牵引电池20的充电率限制的那部分。
方法100不应被解释为限于图3中的描述，但应解释为包括可对一个或多个步骤按先后顺序重新组织或将其省略的变化。
应被理解为图1中的混合动力车辆配置只是示例性的，并非意图限制。图2的示意图和图3的方法可适用于其他混合动力车辆配置，这应被理解为在此被公开。应被理解为在此公开的其他混合动力车辆配置包括串联混合动力车辆、并联混合动力车辆、串并联混合动力车辆、功率分流式混合动力车辆、插电式混合动力电动车辆(PHEV)、燃料电池混合动力车辆或本领域技术人员所知的任何其他任何混合动力车辆配置。
在说明书中使用的词语是描述性词语而非限制性词语，应该理解，在不脱离本公开的精神和范围的情况下能够进行各种变化。如前所述，各个实施例的特征可组合，以形成本公开可能没有明确描述或说明的进一步的实施例。虽然各个实施例能被描述为提供优点或者在一个或更多个期望特性方面优于其它实施例或现有技术实施方式，但是本领域的普通技术人员认识到，根据具体应用和实施方式，一个或更多个特点或特性可被折衷，以实现期望的总体系统属性。这些属性包括但是不限于成本、强度、耐用性、生命周期成本、可销售性、外观、封装、尺寸、可维护性、重量、可制造性、易组装性等。这样，在此讨论的被描述为在一个或更多个特性方面不如其它实施例或现有技术实施方式合意的实施例不在本公开的范围之外，且可期望用于特定应用。

Claims (5)

1.一种车辆，包括：
发动机；
电机，被配置成能够通过再生制动对电池再充电；
电加热器，被配置成能够加热发动机冷却液；和
控制器，被配置为：响应于发动机冷却液温度低于纯电动模式下运行所需的最低温度而将再生制动功率分配给电加热器。
2.如权利要求1所述的车辆，其中，被重新分配给电加热器的再生制动功率是总的再生制动功率中超出电池充电率限制的那部分。
3.如权利要求1所述的车辆，其中，所述最低温度是使发动机的效率最大化所需的发动机冷却液的温度。
4.如权利要求1所述的车辆，其中控制器进一步被配置为响应于发动机机油温度低于阈值而将再生制动功率分配给电加热器。
5.如权利要求1所述的车辆，其中控制器进一步被配置为响应于发动机正在驱动车辆时，在发动机冷却液的温度增加到与车辆转变到纯电动模式相一致的最低温度之前，将再生制动功率分配给电加热器。
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