CN107176158B - 混合动力车辆中发动机结合式和分离式启动的系统和方法 - Google Patents

混合动力车辆中发动机结合式和分离式启动的系统和方法 Download PDF

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CN107176158B
CN107176158B CN201710144249.3A CN201710144249A CN107176158B CN 107176158 B CN107176158 B CN 107176158B CN 201710144249 A CN201710144249 A CN 201710144249A CN 107176158 B CN107176158 B CN 107176158B
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engine
electric machine
vehicle
torque
clutch
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CN107176158A (zh
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张臣
王小勇
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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Abstract

公开一种混合动力车辆中发动机结合式和分离式启动的系统和方法。一种用于控制具有第一电机和第二电机的混合动力车辆中的发动机启动的系统和方法包括：响应于发动机启动请求而利用所述第一电机启动所述发动机，并且释放第二电机预留的发动机启动转距以用于推进所述车辆。响应于点火开关接通之后的首次发动机启动，当车辆速度在相应的阈值以下时，可控制所述第一电机启动所述发动机，当车辆速度在所述相应的阈值以上时，利用所述第二电机启动所述发动机。所述第一电机可以是起动发电一体机。

Description

混合动力车辆中发动机结合式和分离式启动的系统和方法
技术领域
本申请针对用于在发动机与电机结合或者分离的情况下启动混合动力车辆中的发动机的系统和方法。
背景技术
混合动力车辆包括发动机和电机，所述电机使用相关联的电池而作为马达/发电机运行以提供电动车辆(EV)模式或混合动力电动车辆(HEV)模式，其中，EV模式只利用电功率来推进车辆，HEV模式利用发动机和马达来推进车辆。混合动力车辆可利用专用的起动马达和/或可充当马达/发电机或起动发电一体机(ISG)的各种类型和大小的电机来启动发动机。可在各种工况下频繁地启动发动机以在EV操作模式和HEV操作模式之间进行转换，使得选择的启动策略可明显地影响车辆总体效率、性能以及驾驶性。
混合动力车辆的电机可结合到发动机以在各种工况下启动发动机。然而，这需要电机在运转期间预留足以启动发动机并克服发动机的摩擦和惯性的转矩容量，使得当车辆以EV模式运转时转矩或电池功率不可完全用于推进车辆。根据发动机的大小和发动机温度，在启动期间启动发动机而预留的转矩可以是很大的，例如，从80Nm到150Nm，这可代表高达最大可用转矩的40％或者更多。此外，在启动期间将发动机结合到传动系组件可引入降低车辆效率和驾驶性的转矩干扰。类似地，仅依赖于专用的起动机或ISG的车辆可具有关于成本和效率的缺点。
发明内容
在一个或更多个实施例中，一种车辆包括：发动机；第一电机，通过第一离合器选择性地结合到所述发动机；第二电机，结合到所述发动机；阶梯传动比变速器，通过第二离合器选择性地结合到所述第一电机；处理器，被配置成：响应于选择所述第二电机用于随后的发动机启动而释放预留的转矩供所述第一电机用以推进所述车辆。所述第二电机可以是起动马达或起动发电一体机，所述起动马达或起动发电一体机可以是通过带结合到所述发动机的带驱动式起动发电一体机。所述处理器可被进一步配置成：针对车辆点火开关接通之后的首次发动机启动而控制所述第二电机启动所述发动机；响应于发动机启动请求和车辆速度在相关联的阈值以下而控制所述第二电机启动所述发动机。在各种实施例中，所述处理器被配置成：响应于发动机启动请求和与所述第一电机相关联的故障而控制所述第二电机启动所述发动机；响应于发动机启动请求和与所述第二电机相关联的故障而控制所述第一电机启动所述发动机。所述处理器还可被配置成：响应于发动机启动请求和车辆速度在相应的阈值以上而控制所述第一电机和所述第一离合器以启动所述发动机。
各种实施例包括一种车辆，所述车辆具有：发动机，所述发动机具有起动马达并通过第一离合器结合到电机，所述电机通过第二离合器结合到阶梯传动比变速器；处理器，被配置成：针对车辆点火开关接通之后的首次发动机启动，或者如果车辆速度小于相关联的阈值，利用所述起动马达来启动所述发动机；如果车辆速度超过所述相关联的阈值，则利用所述电机来启动所述发动机。所述处理器可被进一步配置成：响应于起动马达故障而利用所述电机启动所述发动机，所述处理器可被进一步配置成：响应于电机故障而利用起动马达来启动所述发动机。所述处理器还可被配置成：在利用所述起动马达启动所述发动机时使所述第一离合器分离；在使用所述电机启动所述发动机之前使所述第一离合器接合。在一个或更多个实施例中，所述处理器被配置成：响应于计划随后的利用所述起动马达的发动机启动而释放为启动所述发动机所预留的电机转矩以用于在所述车辆的运行期间推进所述车辆。所述处理器可被进一步配置成：响应于为随后的发动机启动预先选择电机，为随后的发动机启动预留电机转矩。
实施例还包括一种用于控制混合动力车辆的方法，所述方法可包括：响应于点火开关接通之后的首次发动机启动请求，或者当车辆速度在阈值以下时，利用第一电机来启动发动机；响应于所述车辆速度在所述阈值以上或者所述第一电机中有故障，利用通过接合的离合器结合到所述发动机的第二电机来启动所述发动机。所述方法还可包括：在使用所述第一电机来启动所述发动机之前使所述离合器分离，所述第一电机可以是例如起动马达或起动发电一体机。所述方法可包括：响应于计划随后的利用所述第一电机的发动机启动而释放所述第二电机的预留的转矩以用于推进车辆。在至少一个实施例中，所述方法包括：计划随后的利用所述第一电机的发动机启动，以释放所述第二电机的预留的转矩以用于推进所述车辆。
各个实施例可提供一个或更多个优点。例如，根据各个实施例的混合动力车辆中的发动机启动基于当前的车辆工况和环境工况而提供了鲁棒且高效的发动机启动。一个或更多个实施例提供了对原本为发动机启动而预留的马达转矩进行动态释放以用于推进车辆，这可提高车辆总体的能量效率。
基于所描述和示出的代表性实施例，本领域普通技术人员可认识到所要求保护的主题的各个实施例的以上优点和其他优点以及特征。
附图说明
图1是示出根据各种实施例的用于发动机启动的系统或方法中的代表性混合动力车辆的示意图；
图2A-图2D示出了具有用于启动发动机的电机的混合动力车辆的各种可选的实施例；
图3是示出根据各种实施例的可在混合动力车辆中用于发动机启动的电机的转矩预留量和释放的曲线图；
图4是示出根据各种实施例的用于发动机启动的系统或方法的操作的流程图。
具体实施方式
在此描述了本公开的实施例。然而，应当理解的是，所公开的实施例仅为示例，其它实施例可采用各种可替代形式。附图不一定按比例绘制；可夸大或最小化一些特征以示出特定组件的细节。因此，在此公开的具体结构和功能细节不应被解释为具有限制性，而仅仅作为用于教导本领域技术人员以多种形式利用本实施例的代表性基础。如本领域普通技术人员将理解的，参照任一附图示出和描述的各种特征可以与在一个或更多个其它附图中示出的特征组合以产生未被明确示出或描述的实施例。示出的特征的组合提供用于典型应用的代表性实施例。然而，与本公开的教导一致的特征的多种组合和变型可被期望用于特定的应用或实施方式。
参照图1，示出了混合动力电动车辆(HEV)10的示意图，其包括根据本公开的实施例的用于发动机启动的系统或方法。图1示出了多种混合动力车辆组件的代表性构造。组件在车辆内的实体布置和定向可根据特定的应用和构造而不同。HEV 10包括动力传动系统12。动力传动系统12包括发动机14和可被称作模块化混合动力传动装置(MHT)的传动系16。如下面将进一步详细地描述的，传动系16可包括诸如电动马达/发电机(M/G)18的电机、相关联的牵引电池20、变矩器22、多阶梯传动比(step-ratio)自动变速器或齿轮箱24以及各种其他的组件。
发动机14和M/G 18两者都是用于HEV 10的驱动源。发动机14通常代表可包括例如内燃发动机(例如，以汽油、柴油或天然气为动力的发动机)或者燃料电池的动力源。发动机14产生发动机功率和相应的发动机扭矩，所述发动机扭矩基于离合器26的接合状态通过位于发动机14和M/G 18之间的第一离合器或分离离合器26而被选择性地提供到M/G 18。M/G18可通过很多种类型的电机中的任意一种来实施。例如，M/G 18可以是永磁同步马达。如将在下文所描述的，电力电子器件(power electronics)56将由电池20提供的直流(DC)电调节至符合M/G 18的要求。例如，电力电子器件可将三相交流(AC)电提供至M/G 18。
当分离离合器26至少部分地接合时，从发动机14到M/G 18或者从M/G 18到发动机14的动力流是可能用于推进车辆或用于启动发动机的。例如，分离离合器26可被接合并且M/G 18可作为发电机运转以将曲轴28和M/G轴30提供的旋转能量转化为电能而储存在电池20中。分离离合器26还可被分离以使发动机14与动力传动系统12的其余部分隔离或分离，从而使M/G 18能够充当HEV 10的唯一的驱动源。在图1所示的实施例中，轴30延伸通过M/G18。M/G 18连续可驱动地连接到轴30，但是仅当分离离合器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。因此，当分离离合器26至少部分地接合时，变矩器22连接到发动机14。变矩器22包括被固定到M/G轴30的泵轮和被固定到变速器输入轴32的涡轮。因而，变矩器22在轴30和变速器输入轴32之间提供液力耦合。当泵轮比涡轮旋转得更快时，变矩器22将来自泵轮的动力传递到涡轮。涡轮扭矩和泵轮扭矩的大小通常取决于相对转速。当泵轮转速与涡轮转速之比足够高时，涡轮扭矩是泵轮扭矩的倍数。在本实施例中还可设置第二离合器34(通过变矩器旁通离合器来实现)，所述变矩器旁通离合器34在接合时摩擦地或者机械地结合变矩器22的泵轮和涡轮，以允许更高效的动力传递。变矩器旁通离合器34可作为提供平稳的车辆起步的起步离合器而运转以选择性地将M/G 18结合到齿轮箱24。可选地或者以组合的方式，对于不包括变矩器22或者变矩器旁通离合器34的应用而言，类似于分离离合器26的起步离合器可被设置在M/G 18和齿轮箱24之间。在一些应用中，分离离合器26通常被称作上游离合器或第一离合器，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或第二离合器。
车辆10可包括与发动机14的曲轴或输出轴28相关联的电机60。电机60可由低电压电池70供电以响应于来自一个或更多个车辆控制器(如下面将更详细地进行描述)的发动机启动请求而选择性地启动发动机14。低电压电池70可连接到包括电力电子器件56的车辆电气系统(vehicle electrical system)，电力电子器件56可包括DC/DC转换器以将低电压电力提供到各种车辆附件。低电压电池70可与高电压牵引电池20不同地构造并且使用与高电压牵引电池20不同的化学成分。例如，低电压电池70可以是铅酸电池而牵引电池20是锂离子电池。在一些实施例中，电机60可直接地连接到不具有低电压电池70的低电压配电系统，或者电机60与低电压电池70并联连接。如参照图2A到图2D更详细地示出并描述的，电机60可充当马达或者马达/发电机并且可通过起动马达或者各种类型的起动发电一体机(ISG)来实施。
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被选择性地置于不同的齿轮比，以建立期望的多个离散或阶梯传动比。摩擦元件是通过换挡计划可控制的，该换挡计划使齿轮组的某些元件连接和分离，以控制变速器输出轴36与变速器输入轴32之间的传动比。通过诸如动力传动系统控制单元(PCU)50的相关联的控制器，基于各种车辆工况以及环境工况，齿轮箱24从一个传动比自动地切换到另一个传动比。类似于传统的自动变速器，换挡可被液压地致动，或者类似于机械式自动变速器，换挡可被电磁地致动。然后齿轮箱24将动力传动系统的输出扭矩提供到输出轴36。
应理解的是，与变矩器22一起使用的液压控制的齿轮箱24仅为齿轮箱或变速器布置的一个示例；从发动机和/或马达接收输入扭矩然后以不同的传动比将扭矩提供到输出轴的任意多传动比齿轮箱是可被接受用于本公开的实施例的。例如，齿轮箱24可通过机械式(或手动式)自动变速器(AMT)来实施，AMT包括一个或更多个伺服马达以使换挡拨叉沿着换挡拨叉导轨平移/旋转从而选择期望的齿轮比。如本领域普通技术人员通常所理解的，AMT可被用于例如具有较高扭矩需求或较高效率需求的应用中。
如图1的代表性实施例中所示出的，输出轴36连接到差速器40。差速器40经由连接到差速器40的各个车轴44驱动一对车轮42。差速器将大致相等的扭矩传递至每个车轮42，同时(例如)在车辆转弯时允许轻微的转速差异。不同类型的差速器或者类似的装置可被用于将来自于动力传动系统的扭矩分配到一个或更多个车轮。在某些应用中，扭矩分配例如可根据特定的操作模式或状况而不同。
动力传动系统12还包括相关联的动力传动系统控制单元(PCU)50。虽然被示出为一个控制器，但是PCU 50可以是更大的控制系统的一部分并且可通过遍布车辆10的各种其他的控制器(例如，车辆系统控制器(VSC))进行控制。因此，应理解的是，动力传动系统控制单元50和一个或更多个其他的控制器可被统称为“控制器”，所述“控制器”被配置为或构造为响应于来自于多种传感器的信号而控制多种致动器，从而控制诸如启动/停止发动机14、使M/G 18和离合器26运转以启动发动机14并且/或者提供车轮扭矩或者给电池20充电、选择或者计划变速器换挡等功能。类似地，PCU 50可控制电机60起动或启动发动机14、可计划或预先计划诸如电机18或电机60的发动机启动装置用于随后的发动机启动、或者可例如根据电机60的特定的应用以及实施方式控制电机60来给电池70充电。
控制器50可包括与各种类型的非瞬时性计算机可读存储装置或介质通信的微处理器、处理器或者中央处理单元(CPU)。非瞬时性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)和保活存储器(KAM)中的易失性和非易失性存储。KAM是可被用于在CPU掉电时存储各种操作变量的持久性或非易失性存储器。计算机可读存储装置或介质可通过使用任何数量的已知的存储装置来实施，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(其中一些数据代表被控制器用于控制发动机或者车辆的可执行指令)的任何其他电、磁、光学或组合式存储装置。
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进行通信，该I/O接口可被实现为提供各种原始数据或信号的调节、处理和/或转换、短路保护等的单个集成接口。可选地，在特定的信号被提供到CPU之前，一个或更多个专用的硬件或者固件芯片可被用于调节和处理所述特定的信号。如图1的代表性的实施例中总体上所示出的，PCU 50可将信号传输到发动机14、M/G 18、传动装置齿轮箱24、分离离合器26、起步离合器34、电力电子器件56和电机60，并且/或者可传输来自于发动机14、M/G 18、传动装置齿轮箱24、分离离合器26、起步离合器34、电力电子器件56和电机60的信号。虽然未明确地示出，但是本领域普通技术人员将意识到上文所指出的每个子系统内的可通过PCU 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致动的参数、系统和/或组件的代表性的示例包括燃料喷射正时、速率和持续时间、节气门位置、火花塞点火正时(用于火花点火发动机)、进/排气门正时和持续时间、前端附件驱动(FEAD)组件(例如，交流发电机、空调压缩机)、电池充电、再生制动、M/G运转、电机或ISG运转、用于分离离合器26、起步离合器34以及传动装置齿轮箱24的离合器压力等。经由I/O接口传输输入的传感器可被用于指示(例如)涡轮增压器增压压力、曲轴位置(PIP)、发动机旋转速度(RPM)、车轮转速(WS1、WS2)、车辆速度(VSS)、冷却剂温度(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)、废气氧气(EGO)或其他废气组分浓度或存在情况、进气流量(MAF)、传动装置挡位、传动比或模式、变速器油温(TOT)、传动装置涡轮转速(TS)、变矩器旁通离合器34状态(TCC)、减速或换挡模式(MDE)。
由PCU 50所执行的控制逻辑或功能可在一个或更多个附图中通过流程图或者类似的图表来表示。这些附图提供代表性的控制策略和/或逻辑，该控制策略和/或逻辑可采用诸如事件驱动、中断驱动、多任务、多线程等的一个或更多个处理策略来实施。因此，所示的各种步骤或者功能可以以所示的顺序执行、以并行的方式执行或者在某些情况下可被省略。虽然未总是明确地示出，但是本领域普通技术人员将认识到一个或更多个所示的步骤或功能可根据正在采用的特定的处理策略而被重复地执行。类似地，处理的顺序对于实现在此描述的特点和优点不一定是必需的，而是为了便于说明和描述而提供。控制逻辑可主要在通过基于微处理器的车辆、发动机和/或动力传动系统控制器(诸如PCU 50)执行的软件中实施。当然，根据特定的应用，控制逻辑可在一个或更多个控制器中的软件、硬件或软件和硬件的组合中实施。当在软件中实施时，控制逻辑可被设置在一个或更多个非瞬时性计算机可读存储装置或介质中，该存储装置或介质具有代表编码或者指令的存储数据，该编码或者指令通过计算机或处理器来执行方法从而控制车辆或其子系统。计算机可读存储装置或介质可包括利用电、磁和/或光学存储来保存可执行的指令和相关联的校准信息、操作变量等的多个已知的物理装置中的一个或更多个。
车辆的驾驶者使用加速踏板52来提供推进车辆所需求的扭矩、功率或驱动命令。通常，压下和松开踏板52产生可被控制器50解释为分别用于增加动力或者减少动力的需求的加速踏板位置信号。控制器50至少基于来自踏板的输入而命令来自发动机14和/或M/G18的扭矩。控制器50还控制齿轮箱24内的换挡正时以及分离离合器26和变矩器旁通离合器34的接合或分离。类似于分离离合器26，变矩器旁通离合器34可在接合位置和分离位置之间的整个范围内进行调节。除由泵轮和涡轮之间的液力耦合产生的可变的打滑之外，这也在变矩器22中产生可变的打滑。可选地，根据特定的应用，可使变矩器旁通离合器34以锁止或打开模式操作而不使用调节的操作模式。
为了使用发动机14来驱动车辆，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到M/G 18，然后从M/G 18传递通过变矩器22和齿轮箱24。M/G 18可通过提供额外的动力来转动轴30而协助发动机14。此运行模式可被称作“混合动力模式”、“混合动力电动车辆(HEV)模式”或“电动辅助模式”。
为了使用M/G 18作为唯一的动力源来驱动车辆，除了分离离合器26将发动机14与动力传动系统12的其余部分隔离以外，动力流保持相同。在此期间可禁用或者以其他方式关断发动机14内的燃烧以节省燃料。牵引电池20通过线路54将储存的电能传递到可包括(比如)逆变器的电力电子器件56。电力电子器件56将来自电池20的DC电压转化为将被M/G18使用的AC电压。电力电子器件56还可包括DC/DC转换器以将来自于牵引电池20的高电压DC电转换成用于各种车辆附件的低电压DC电。PCU 50命令电力电子器件56将来自于电池20的电压转化为提供到M/G 18的AC电压以将正扭矩或负扭矩提供到轴30。此运行模式可被称作“纯电动”或“电动车辆(EV)”运行模式。
在任意运行模式下，M/G 18可充当马达并且为动力传动系统12提供驱动力。可选地，M/G 18可充当发电机并且将来自于动力传动系统12的动能转化为电能从而储存在电池20中。例如，M/G 18可在发动机14正在为车辆10提供推进动力时充当发电机。M/G 18还可在再生制动期间充当发电机，在再生制动期间，来自于旋转的车轮42的旋转能通过齿轮箱24回传并且被转化为电能储存在电池20中。如关于图2A到图4更详细地示出和描述的，PCU 50可选择M/G 18和电机60中的一个来起动或启动发动机14。将作为第一电机运转的M/G 18用于启动发动机14包括操作离合器26以至少部分地将M/G 18结合到发动机14。发动机启动转矩可通过在以EV模式运行时施加电池20的较高的最小电池荷电状态(SOC)或者限制输出转矩来由M/G预留，(例如)使得M/G可提供足以启动发动机14的转矩。这可以是最大可用转矩中的很大的一部分。例如，根据发动机的大小、类型以及温度，与大约为200Nm-300Nm的M/G最大转矩相比，在启动期间用于起动发动机所预留的转矩可从80Nm变化到150Nm。因此，多种实施例计划或预先计划电机60用于随后的发动机启动，使得M/G的原本预留的启动转矩可被释放以用于推进车辆。
在至少一个实施例中，PCU 50包括处理器，该处理器被配置成响应于选择电机60用于随后的发动机启动而释放预留的转矩供电机18使用以推进车辆。在具有通过低电压起动马达所实现的电机60的实施例中，PCU 50包括处理器，该处理器被配置成：针对车辆点火开关接通之后的首次发动机启动或者如果车辆速度小于相关联的阈值，利用起动马达(电动机60)来启动发动机14；如果车辆速度超过相关联的阈值，则利用电机18来启动发动机。
应理解的是，图1所示出的示意图仅为代表性的，并且不意味着具有限制性。可考虑利用发动机和马达两者的选择性接合来使扭矩传递通过变速器的其他配置。例如，M/G18可以从曲轴28偏移，可设置额外的马达或ISG来启动发动机14，并且/或者M/G 18可被设置在变矩器22和齿轮箱24之间。在不脱离本公开的范围的情况下可考虑其他配置。
图2A-图2D示出了具有电机的车辆系统的多种实施例，该电机可被用于基于当前车辆工况或者环境工况而计划随后的发动机分离式启动并启动发动机。如上所述，在发动机与传动系的下游组件分离的情况下，利用诸如起动马达或ISG的电机提供发动机分离式启动并且允许释放牵引马达(图1中的M/G 18)所预留的启动转矩。
车辆的第二电机通过图2A所示的代表性实施例中的ISG来实施。发动机200包括安装在与分离离合器或第一离合器210的上游侧相同的轴上的ISG 206，所述分离离合器或第一离合器210将发动机200和ISG 206选择性地结合到第一电机(例如，图1的M/G 18)，所述第一电机连接到离合器210的下游侧。ISG 206可通过如前所述的电力电子器件来连接到低电压电池或电源(例如，12V、24V、36V或48V的电源)或者高电压电池。车辆控制器响应于相应的车辆工况和/或环境工况下的发动机启动请求而控制ISG启动发动机200。可控制离合器210以使其部分地接合(打滑)或者分离(还称为打开)从而在下游动力传动系统或传动系组件与发动机200和ISG 206分离的情况下提供发动机分离式启动。ISG 206通常不具有在离合器210接合或闭合的情况下提供足以启动发动机200的转矩的大小。
图2B和图2C示出了具有带传动式ISG的混合动力车辆的代表性实施例，所述带传动式ISG还可被称为BSG或BISG。图2B是示意性侧视图，图2C为了清晰起见而示出了省略了多种组件的端部视图。发动机220可使用各种带轮和一个或更多个带而结合到BSG 226。在示出的实施例中，BSG 226结合到启动-发电机带轮230，所述启动-发电机带轮230通过带240结合到发动机轴带轮232。本实施例还可包括起动机带轮242，所述起动机带轮242将张紧力施加到带240以使BSG 226选择性地与发动机轴带轮232的旋转接合和分离。发动机飞轮250设置在分离离合器260的上游。图2B、图2C的实施例以类似于上面关于图2A所描述的方式来操作，以在离合器260部分地分离(打滑)或完全地分离(打开)的情况下提供发动机分离式启动。BSG 226可用于增强传统的低电压(例如，12V)发电机以具有驱动性能。发动机220可通过带240永久地结合到BSG 226，或者如前所述的选择性地接合和分离。
图2D示意性地示出了低电压起动马达的实施例。发动机270包括通过起动机齿轮280结合到发动机飞轮286的低电压(例如，12V、24V、48V等)起动机276。分离离合器290可如先前关于ISG实施例所描述的来操作以通过使离合器290部分地或完全地分离来提供发动机分离式启动。响应于发动机启动请求而使低电压起动机276通电，从而起动和启动发动机270。
图3是示出具有发动机启动转矩预留量的电机的运行的图表。在图3的代表性曲线图中，电机或马达转矩作为马达转速的函数而进行绘制。线310代表用于当前工况(例如，电池荷电状态)的最大转矩。线320代表可用于推进车辆的转矩以提供330处所指示的转矩预留量，以便有足以启动发动机的可用转矩。如随后参照图4的流程图所描述和示出的，如果控制器响应于发动机启动请求已经选择或计划另一个电机(例如，起动马达或ISG)启动发动机，则转矩预留量330可被释放并供马达使用以推进车辆。
图4是示出根据代表性实施例的用于控制车辆的系统或方法的操作的流程图。如前所述，本领域普通的技术人员将认识到所示出的功能或特征可通过已配置的处理器或控制器(例如，PCU 50)来执行，以选择或计划用于随后的发动机启动的发动机启动装置。本公开认识到几乎仅依赖于发动机结合式启动或发动机分离式启动的车辆具有相关联的优点和缺点。例如，发动机结合式启动不需要额外的硬件并且因此减少了成本和零件数量，以及相对于传统的低电压起动马达而言，用于启动发动机的电机具有更长的寿命。然而，在发动机结合到传动系并提供驱动转矩情况下的发动机启动可负面地影响驾驶性和传递到车轮的转矩并且还需要预留转矩，使得较少的转矩可用于EV运行。此外，这种策略可能难以实现成抵抗所有驾驶状况下的噪声因素而具有一致的性能。仅依赖于发动机分离式启动的系统提供平稳的发动机启动(由于发动机与转矩传递分离)并且提供更多EV容量(由于最大可用的马达转矩可用于推进车辆)。然而，这种策略需要额外的电机或更大的启动装置。因此，本公开的各种实施例利用这两种发动机启动策略的优点并且通过基于当前车辆工况和环境工况而选择启动策略来减少缺点。
图4的框410到框416示出了可被用于选择或计划发动机结合式启动或发动机分离式启动的代表性环境状况和/或运行状况。框410确定发动机启动是否是检测到点火开关接通之后的首次启动。如果框410确定其为点火开关接通之后的首次发动机启动，则使用起动马达、ISG、BSG等来计划发动机分离式启动，如框440所示。否则，框412确定车辆速度(VSS)是否低于相应的车辆速度阈值。如果车辆速度低于相应的阈值，则计划发动机分离式启动，如框440所示。否则，框414确定牵引马达或电机是否具有可影响发动机启动的故障。响应于可影响发动机起动或启动的牵引马达故障(如框414处所示)，计划发动机分离式启动，如框440所示。否则，框416确定是否存在ISG(或起动马达)故障，如果不存在ISG故障，则计划发动机分离式启动(如框440所示)，或者如果存在ISG(或起动马达)故障，则计划发动机结合式启动(如方框418所示)。各种其他的车辆或环境状况可以以与由框410到框416所示的一个或更多个状况组合地使用或者可用于代替由框410到框416所示的一个或更多个状况，以基于当前车辆工况和/或环境工况而选择或计划发动机启动策略和相应的装置。
如果利用诸如牵引马达/发电机的第一电机来选择或计划发动机结合式启动(如框418处所指示的)，则可预留马达转矩以在请求发动机启动时提供发动机起动转矩，如框420所示。当请求发动机启动(如框422所示)时，将控制(接合)分离离合器用于发动机结合式启动(如框424所示)，并且将控制所选择或计划的电机(在这种情况下是牵引马达/发电机)起动或启动发动机，如框450所示。
当选择或计划发动机分离式启动(如框440所示)时，用于起动发动机的任何先前所预留的马达转矩均可被释放(如框442所示)，以用于在以EV模式运行期间推进车辆(如框444所示)。当请求随后的发动机启动(如框446所示)时，可控制(部分地或完全地松开、分离或打开)分离离合器，如框448所示。控制相应的所选的电机以起动发动机，如框450所示。对于发动机分离式启动而言，相应的电机可包括例如起动马达、ISG或BSG。
如图4总体上所示出的，用于控制混合动力车辆的方法可包括：响应于点火开关接通之后的首次发动机启动请求或者当车辆速度在阈值以下时，利用第二电机来启动发动机(如框410、框412以及框440到框450所示)；响应于车辆速度在阈值以上或者第二电机中有故障，利用通过接合的离合器结合到发动机的第一电机来启动发动机(如框412到框424以及框450所示)。
本领域的普通技术人员将认识到在此所示出和描述的具有与结合式和分离式启动策略相关联的优点的各种实施例提供了鲁棒且一致的发动机启动。例如，在发动机冷却下来和发动机停止位置未知时，或者处于低的车辆速度和高的驾驶员需求下时，在行驶周期的首次发动机启动时计划或选择发动机分离式启动提供了一致且可靠的发动机启动，同时使对驾驶性和传递到车轮的转矩的影响最小化。基于运行状况而选择或计划发动机分离式启动策略促使原本为发动机起动而预留的马达转矩动态释放，以用于推进车辆。
虽然上文描述了示例性实施例，但是并不意味着这些实施例描述了所要求保护的主题的所有可能的形式。说明书中所使用的词语为描述性词语而非限制性词语，并且应理解的是，在不脱离本公开的精神和范围的情况下可做出各种改变。此外，可将各种实施例的特征进行组合以形成可能未被明确描述或示出的进一步的实施例。针对一个或更多个期望特性，各种实施例可能已经被描述为提供优点或者优于其它实施例或现有技术实施方式。但是本领域普通技术人员应该注意到，根据特定的应用和实施方式，一个或更多个特征或特性可被折衷以实现期望的整体系统属性。这些属性可包括但不限于：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。因此，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并不在本公开的范围之外，并可被期望用于特定的应用。

Claims (7)

1.一种车辆，包括：
发动机；
第一电机，通过第一离合器选择性地结合到所述发动机；
第二电机，结合到所述发动机；
阶梯传动比变速器，通过第二离合器选择性地结合到所述第一电机；以及
处理器，被配置成：
针对车辆点火开关接通之后的首次发动机启动，或者如果车辆速度在相关联的阈值以下，控制所述第二电机启动所述发动机，并且响应于选择第二电机用于首次发动机启动而释放所述第一电机的预留的转矩，以供所述第一电机用以推进所述车辆；
如果车辆速度在相关联的阈值以上，则控制所述第一电机和所述第一离合器以启动所述发动机；
计划使用第二电机用于随后的发动机启动，并且释放为启动所述发动机所预留的第一电机转矩，以用于在所述车辆的运行期间推进所述车辆。
2.如权利要求1所述的车辆，其中，所述第二电机包括起动发电一体机。
3.如权利要求2所述的车辆，其中，所述第二电机通过带结合到所述发动机。
4.如权利要求1所述的车辆，所述处理器被进一步配置成：响应于与所述第一电机相关联的故障而控制所述第二电机启动所述发动机。
5.如权利要求1所述的车辆，所述处理器被进一步配置成：响应于与所述第二电机相关联的故障而控制所述第一电机启动所述发动机。
6.一种车辆，具有发动机，所述发动机具有起动马达，并且所述发动机通过第一离合器结合到电机，所述电机通过第二离合器结合到阶梯传动比变速器，所述车辆包括：
处理器，被配置成：
针对车辆点火开关接通之后的首次发动机启动，或者如果车辆速度小于相关联的阈值，利用所述起动马达来启动所述发动机；
如果车辆速度超过所述相关联的阈值，则利用所述电机来启动所述发动机；
响应于计划使用所述起动马达用于随后的发动机启动而释放为启动所述发动机所预留的电机转矩，以用于在所述车辆的运行期间推进所述车辆。
7.一种用于控制混合动力车辆的方法，所述混合动力车辆具有发动机、结合到所述发动机的第一电机、通过第一离合器选择性地结合到所述发动机的第二电机以及通过第二离合器选择性地结合到所述第二电机的阶梯传动比变速器，所述方法包括：
响应于点火开关接通之后的首次发动机启动请求，或者当车辆速度在阈值以下时，利用所述第一电机来启动发动机；以及
响应于所述车辆速度在所述阈值以上或者所述第一电机中有故障，利用所述第二电机来启动所述发动机；
计划使用所述第一电机用于随后的发动机启动，并且释放所述第二电机的预留的转矩以用于推进所述车辆。
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