CN107178452B - 基于发动机停止位置启动发动机的系统和方法 - Google Patents
基于发动机停止位置启动发动机的系统和方法 Download PDFInfo
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- CN107178452B CN107178452B CN201710137010.3A CN201710137010A CN107178452B CN 107178452 B CN107178452 B CN 107178452B CN 201710137010 A CN201710137010 A CN 201710137010A CN 107178452 B CN107178452 B CN 107178452B
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Abstract
本公开涉及一种基于发动机停止位置启动发动机的系统和方法。一种用于控制混合动力车辆中的发动机启动的系统和方法,该混合动力车辆包括发动机、通过第一离合器选择性地连接到发动机的第一电机、连接到发动机的第二电机、通过第二离合器选择性地连接到第一电机的阶梯传动比变速器,该系统和方法包括基于发动机停止位置使用第一电机或第二电机启动发动机。第二电机可以是低电压起动马达或起动发电一体机。所述系统和方法可在发动机停止位置在与较高的转动扭矩相关的特定范围内时使用第二电机。
Description
技术领域
本申请涉及基于混合动力车辆中的发动机停止时发动机活塞的位置来启动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具有关联的电池且作为马达/发电机操作的电机,以提供仅使用电力来推进车辆的电动车辆(EV)模式,或者使用发动机和马达来推进车辆的混合动力电动车辆(HEV)模式。混合动力车辆可使用专用的起动马达和/或可作用为马达/发电机或起动发电一体机(IGS)的各种类型和尺寸的电机来启动发动机。发动机可在各种操作状况下频繁启动,以满足驾驶员需求的扭矩或在EV操作模式和HEV操作模式之间转变,使得所选择的启动策略可显著影响车辆整体效率、性能和操纵性。
混合动力车辆的电机可连接到发动机以在各种操作状况下启动发动机。用于启动使用分离离合器连接到电动马达的发动机的可用扭矩受限于电动马达的尺寸和容量。由于马达还需要提供推进扭矩,因此马达对其能够提供用于发动机启动的扭矩的量具有限制。因此,可通过电动马达储存发动机启动扭矩,以在操作期间提供足够的扭矩容量来转动(crank)发动机并克服发动机摩擦和惯性,该扭矩容量可基于操作状况(诸如温度和发动机停止位置)而改变,例如,发动机停止位置会限制推进车辆的可用马达扭矩。一些发动机停止位置(例如,发动机气缸的活塞的位置和关联的进气门/排气门的状态)可能需要超过可用马达扭矩的发动机转动扭矩(cranking torque),这会引起发动机启动问题。
发明内容
在一个或更多个实施例中,一种车辆包括发动机、通过第一离合器选择性地连接到发动机的第一电机、连接到发动机的第二电机、通过第二离合器选择性地连接到第一电机的阶梯传动比变速器以及处理器,所述处理器被配置为根据发动机停止位置使用第一电机或第二电机启动发动机。所述处理器可进一步被配置为:响应于发动机停止位置具有小于关联阈值的关联转动扭矩,使用第一电机启动发动机,并响应于发动机停止位置具有不小于所述关联阈值的关联转动扭矩,使用第二电机启动发动机。第二电机可以是可通过(例如)带连接到发动机的低电压起动马达或起动发电一体机。所述处理器可进一步被配置为:当发动机曲轴位置在至少一个发动机活塞的上止点后10度至35度的范围内时,使用第二电机启动发动机。
实施例可还包括一种混合动力车辆,该混合动力车辆包括具有起动马达且通过第一离合器连接到电机的发动机,所述电机通过第二离合器连接到阶梯传动比变速器,所述车辆还包括处理器,所述处理器被配置为:响应于发动机启动请求,如果发动机停止位置具有大于或等于阈值的关联转动扭矩,则使用所述起动马达启动发动机,否则使用所述电机启动发动机。所述处理器可被进一步配置为:响应于发动机启动请求并且发动机停止位置具有小于所述阈值的关联转动扭矩,控制第一离合器以启动发动机。所述起动马达可包括起动发电一体机。所述处理器还可被配置为:响应于发动机停止时的发动机曲轴旋转位置在发动机曲轴旋转位置的预定范围内,使用所述起动马达启动发动机。所述发动机曲轴旋转位置的预定范围可对应于在对应的发动机气缸内的发动机活塞到达上止点后10度至35度之间的范围。
一种用于混合动力车辆的发动机启动方法可包括以下实施例:响应于发动机停止位置在特定范围内,使用第一电机启动发动机,否则使用通过分离离合器连接到发动机的第二电机启动发动机。所述特定范围可对应于与至少一个气缸内的活塞位置关联的相对于上止点的曲轴位置,例如所述特定范围可以是上止点后大约10度至大约35度的范围。第一电可包括低电压起动马达或起动发电一体机。
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提供基于发动机停止位置进行的启动装置和策略的选择,以提高发动机启动鲁棒性。在牵引电池因推进需求而不能够提供足够的转动扭矩时,基于发动机停止位置的启动装置的选择可改善操纵性。使用低电压起动机而不是将发动机连接到牵引马达来启动发动机还可提高各个操作状况下的燃料经济性。
基于描述和说明的代表性实施例,本领域的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上述优点和其它优点和特征。
附图说明
图1是示出根据各个实施例的具有用于基于发动机停止位置启动发动机的系统或方法的代表性混合动力车辆的示意图;
图2A至图2D示出了具有基于发动机停止位置而选择的用于启动发动机的电机的混合动力车辆的各个实施例;
图3是示出根据发动机停止位置的发动机转动扭矩的曲线图;
图4是示出根据各个实施例的基于发动机停止位置启动发动机的系统或方法的操作的流程图。
具体实施方式
在此描述本公开的实施例。然而,应理解公开的实施例仅为示例,并且其它实施例可采用各种可替代的形式。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。因此,在此公开的具体结构和功能细节不应解释为限制,而仅为教导本领域技术人员以多种形式使用实施例的代表性基础。本领域普通技术人员应理解,参考任一附图示出和描述的各个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期望用于特定的应用或实施方式。
如本申请的发明人所认识到的,发动机转动扭矩取决于在发动机停止时气缸内活塞的位置和进气门/排气门的状态,从而多个活塞位置相比于其它需要更多的发动机转动扭矩。如此,根据发动机停止位置选择发动机启动策略和关联的装置会是有利的。因此,由于发动机停止位置影响用于后续发动机启动的转动扭矩,所以各个实施例基于在发动机关闭或停止时发动机的停止位置(例如,关联的气缸内的一个或更多个活塞的位置)来选择发动机启动装置和/或策略。
图1示出了根据各个代表性实施例的混合动力车辆10的示意图。车辆10包括发动机12和电机,该电机由马达发电机(M/G)14实现或者可被称为牵引马达。M/G 14被配置为根据特定的操作模式将扭矩传递到发动机12或到车轮16。M/G 14使用第一离合器18连接到发动机12,第一离合器18也称为分离离合器或上游离合器。离合器18还可包括诸如一系列盘和弹簧的减振机构,减振机构被配置为在分离离合器18接合时抑制在发动机12和M/G14之间传递的扭矩的变化。第二离合器22将M/G 14连接到变速器24,第二离合器22也称为起步离合器或下游离合器。可控制起步离合器22以将包括M/G 14和发动机12的传动系26与变速器24、差速器28和车辆驱动轮16断开或隔离。虽然离合器18、22被描述和示出为液压离合器,但还可使用诸如机电离合器的其它类型的离合器。或者,如本文中更详细描述的,可由具有旁通离合器的变矩器代替离合器22。在各个实施例中,下游离合器22是指用于车辆10的各种耦合装置,包括传统的离合器和具有旁通(锁止)离合器的变矩器。
发动机12输出轴连接到分离离合器18,进而连接到M/G 14的输入轴。M/G 14的输出轴连接到起步离合器22,进而连接到变速器24。车辆10的传动系26的组件按顺序彼此串联地布置。
在车辆的另一个实施例中,下游离合器22是具有旁通离合器的变矩器。来自M/G14的输入是变矩器的泵轮侧,从变矩器至变速器24的输出是涡轮侧。变矩器22使用其液力耦合传递扭矩,并且取决于泵轮和涡轮之间的打滑量可发生扭矩倍增。用于变矩器的旁通或锁止离合器可选择性地接合以在泵轮和涡轮之间建立机械连接以引导扭矩传递。旁通离合器可打滑和/或打开以控制传递通过下游离合器装置22的扭矩量。变矩器还可包括单向离合器。
可使用M/G 14转动并启动发动机12以使用通过离合器18提供的扭矩来使发动机12旋转,或者使用替代的启动装置(诸如,可由低电压起动马达30实现的另一电机或操作性地连接到发动机12的类似装置(例如,如图2A至图2D示出和描述的))转动并启动发动机12。启动装置或马达30可用于在没有M/G 14的扭矩的情况下提供扭矩来启动发动机12。这在发动机12的启动期间隔离或断开M/G 14,并且可减少或消除在使用M/G 14辅助启动发动机12时可能会发生的扭矩干扰。
还如图1中示出的,M/G 14与电池32连通。电池32可以是高电压电池,其还可被称为牵引电池或电池组。M/G 14可被配置为在再生模式下(例如当车辆功率输出超过驾驶员需求时等)通过再生制动对电池32进行充电。在一个示例中,诸如对于插电式混合动力电动车辆(PHEV),电池32被配置为连接到外部电网。还可设置低电压电池33以向起动马达或其它车辆部件或附件供电,并且低电压电池33可通过DC/DC转换器34或类似的车辆电力电子器件连接到电池32。或者,车辆电力电子器件和关联的DC/DC转换器可用于对各种低电压装置、部件和附件直接供电。根据特定的应用和实施方式,低电压装置可连接到包括线束的车辆电力分布系统,以提供各种低电压电力,诸如12V、24V、48V等。
在一些实施例中,变速器24是自动变速器,诸如液压致动的阶梯传动比自动变速器或机电致动的变速器(诸如以传统的方式连接到驱动轮16的自动机械式变速器(AMT),其可包括差速器28)。车辆10还设置一对非驱动轮;然而,在替代实施例中,可利用分动箱和另一差速器正向地驱动所有车轮。
变速器24具有为车辆10提供多个离散传动比的齿轮箱。齿轮箱可包括离合器和行星齿轮组或现有技术中公知的其它离合器和齿轮系布置。可通过变速器泵36来提供用于变速器的增压流体,该变速器泵36连接到或邻近于电机或牵引马达/发电机14使得变速器泵36与马达/发电机14和驱动轴一起旋转而将增压的变速器流体提供至齿轮箱。还可设置电动辅助泵38。牵引马达/发电机14、离合器18和离合器22以及变速器泵36可位于马达发电机壳体40内,马达发电机壳体40可并入变速器24的壳体,或者是车辆10内的单独箱体或壳体。
可使用变速器控制单元(TCU)42基于当前的车辆状况和环境操作状况来控制变速器24按换挡计划操作,以选择特定挡位或传动比。发动机控制单元(ECU)44可被配置为或编程为控制发动机12的操作,包括本文中描述的发动机启动装置和启动策略的选择。车辆系统控制器(VSC)46在TCU 42和ECU 44之间传输数据并且还与各种车辆传感器和驾驶员输入通信。车辆10的控制系统48可包括任意数量的控制器,并且可集成为单个控制器,或具有多个模块。一些控制器或全部控制器可通过控制器局域网(CAN)或其它系统连接。控制系统48可被配置为在任意数量的不同的状况下控制变速器24的各个部件、马达发电机组件14、起动马达30和发动机12的操作,包括确定发动机12的启动顺序并实施该启动顺序。
当车辆10正在操作中时,车辆10可能经历一系列的情况和驾驶状况,其可称为使用情况或操作状况。使用情况将各种驾驶员命令(例如,加速踏板位置、制动踏板位置、换挡杆等)和车辆状况(车速、离合器状态、传动比、温度等)分类成可由控制系统48识别的组。车辆10可包括可引起发动机12启动请求的若干使用情况。例如,在一个使用情况中,车辆10静止、换挡杆处于前进挡且制动器接合,VSC 46可基于电池32的荷电状态(SOC)在阈值以下而请求发动机启动。在另一个示例中,车辆以稳定的速度在纯电动(EV)模式下(发动机12被断开且关闭)行驶并且加速踏板被踩下(tip-in),使得VSC 46确定额外的功率请求需要发动机启动。
一些使用情况涉及在起步离合器22(或具有锁止或旁通离合器的变矩器)打开、打滑或接合时启动发动机12。基于各种致动器和输入(诸如,M/G 14、发动机12、起动马达30和离合器18、22)如何操作以及如何被控制,起步离合器22的状态不同需要不同的发动机启动顺序,以获得期望的发动机启动。在各个实施例中,单独使用发动机停止位置,或者将发动机停止位置与多个其它驾驶员输入和信息(诸如,换挡杆和驾驶员需求的扭矩)以及致动器信息(诸如,变速器输入转速和输出转速)结合,以确定合适的发动机启动策略或顺序并控制相关的部件。
一个或更多个车辆或系统控制器(诸如TCU 42、ECU 44和VSC 46)可包括与各种类型的非暂时性计算机可读存储装置或介质通信的微处理器、处理器或中央处理单元(CPU)。例如,非暂时性计算机可读存储装置或介质可包括只读存储器(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器。KAM是可在CPU掉电时用于存储各种操作变量的永久性或非易失性存储器。计算机可读存储装置或介质可使用任意数量的已知存储装置实现,诸如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)、闪存或能够存储数据的任何其它电、磁、光学或其组合的存储装置,所述数据中的一些代表由控制器使用以控制发动机的启动或车辆的关联的部件或系统的可执行指令。
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,该输入/输出(I/O)接口可实施为提供各种原始数据或信号调节、处理和/或转换、短路保护等的单个集成接口。可替代地,一个或更多个专用硬件芯片或固件芯片可用于在特定信号供应给CPU之前调节和处理该特定信号。如图1的代表性实施例中大体上示出的,TCU 42、ECU 44和VSC 46可向发动机12、电机14、变速器齿轮箱24、分离离合器18、起步离合器22、电力电子器件和DC/DC转换器34和电机30发送信号和/或从它们那里接收信号。
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,各种功能或部件可以由一个或更多个控制器控制。可以使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/或部件的代表性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(对于火花点火式发动机)、进气/排气门正时和持续时间、诸如交流发电机的前端附件驱动(FEAD)部件、空调压缩机、电池充电、再生制动、电机14的操作、电机(低电压起动机30)的操作、用于分离离合器18和起步离合器22的离合器压力以及变速器齿轮箱24等。通过I/O接口的传感器通信输入可用于指示例如涡轮增压器的增压压力、曲轴位置、发动机转速或旋转位置、车轮转度、车辆速度、冷却剂温度、进气歧管压力、加速踏板位置、点火开关位置、节气门位置、空气温度、排气含氧量或其它排气组分浓度或压力、进气流量、变速器挡位、传动比或模式、变速器油温、变速器涡轮转速、变矩器旁通离合器状态、减速或换档模式。
由一个或更多个控制器单独或组合执行的控制逻辑或功能可由一个或更多个附图中的流程图或类似的图表示。这些附图提供了可以使用诸如事件驱动、中断驱动、多任务和多线程等的一个或更多个处理策略来实现的代表性控制策略和/或逻辑。因此,所示的各个步骤或功能可以按照所示的顺序执行、并行执行或在一些情况下被省略。尽管不总是明确地示出,但是本领域的普通技术人员将认识到,取决于所使用的特定处理策略,可以重复地执行所示出的步骤或功能中的一个或更多个。类似地,处理的顺序并非是实现本文所描述的特征和优点所必需的,而是为了便于说明和描述而提供的。控制逻辑可以主要在由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TCU 42、ECU 44和VSC 46)执行的软件中实现。当然,取决于特定的应用,控制逻辑可以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现。当在软件中实现时,可以在一个或更多个非暂时性计算机可读存储装置或介质中提供控制逻辑,所述非暂时性计算机可读存储装置或介质具有由计算机或处理器执行以执行控制车辆或其子系统的方法的代码或命令的存储数据。计算机可读存储装置或介质可包括多个已知物理装置中的一个或更多个,所述物理装置利用电、磁和/或光存储器来保存可执行指令和关联的校准信息、操作变量等。
为了利用发动机12驱动车辆,分离离合器18至少部分地接合,以通过分离离合器18将发动机扭矩的至少一部分传输到电机14,然后从电机14通过离合器22、齿轮箱24和主减速器28传输。电机14可以通过提供额外的功率使电机输入/输出轴转动而辅助发动机12。该操作模式可以被称为“混合动力模式”、“混合动力电动车辆(HEV)模式”或“电动辅助模式”。在分离离合器打开的情况下可使用电机(在本实施例中由低电压起动机30实现)来启动发动机,或者通过至少部分地接合分离离合器18以使用来自电机14的扭矩来转动发动机从而启动发动机。可基于各种操作状况而产生发动机启动请求以将驾驶员需求的扭矩提供至车轮16。例如,可响应于(例如)来自电机14的可用扭矩不足以传递驾驶员需求的扭矩(这可与电池32的荷电状态、选择的操作模式(诸如HEV)相关联)或不足以给一个或更多个车辆附件供电而产生发动机启动请求。
为了利用电机14作为唯一动力源来驱动车辆,除了分离离合器18打开并将发动机12与动力传动系统的其余部分隔离或断开之外,动力流保持相同。在这段时间内可以禁用发动机12中的燃烧或以其它方式关闭发动机12以节省燃料。牵引电池32传输储存的电能以为电机14供电。该操作模式可以称为“纯电动模式”或“电动车辆(EV)操作模式”。当在EV模式下操作时,可响应于与如上所述的在HEV模式下操作时类似的操作状况而产生发动机启动请求。
在任何操作模式中,电机14可以用作马达并为动力传动系统提供驱动力。或者,例如,电机14可以用作发电机并(诸如在再生制动期间)将来自动力传动系统的动能转换成电能储存在电池32中。例如,在发动机12为车辆10提供推进动力的同时,电机14可以用作发电机。如参照图2A至图4更详细示出和描述的,TCU 42、ECU 44和/或VSC 46可响应于发动机启动请求基于发动机停止位置选择其中一个电机来转动或启动发动机12。根据所选择的电机,还可在使用电机14转动和启动发动机期间控制各个其它部件(诸如分离离合器18、起步离合器22、齿轮箱24、泵36等)提供期望的操纵性和系统性能。使用作为第一电机操作的电机14来启动发动机12包括操作分离离合器18以将电机14至少部分地接合到发动机12。例如,可通过在以EV模式操作时使电池32的最小电池荷电状态(SOC)更高或者限制输出扭矩而从电机14预留发动机启动扭矩,以使电机14能够提供足够的扭矩来启动发动机12。在至少一个实施例中,第二电机由低电压起动机30实现并且可用于响应于发动机启动请求基于发动机停止位置来转动和启动发动机12。例如,当发动机停止位置在与较高的转动扭矩相关联的特定或预定范围内时(诸如,当曲轴旋转位置在一个或更多个活塞的上止点后大约10度至35度之间时,可使用第二电机。
应当理解,图1中所示的示意图仅为示例性的,并不意在限制。可以考虑利用发动机和马达两者的选择性接合以通过变速器传递扭矩的其它构造。例如,M/G 14可以相对于曲轴偏移,可以设置额外的马达或ISG来启动发动机12,和/或M/G 14可以设置在变矩器离合器22与齿轮箱24之间。在不脱离本公开的范围的情况下,可以考虑其它构造。
图2A至图2D示出了具有电机的车辆系统的各个实施例,该电机可用于响应于发动机启动请求基于发动机停止位置(即,曲轴的位置和关联的气缸内的关联的活塞位置)来转动和启动发动机。如上所述,使用诸如低电压起动马达或起动发电一体机(ISG)的电机可提高燃料经济性和操纵性,以传递与对应的发动机停止位置关联的较高的转动扭矩。
图2A中示出了具有车辆的由ISG实现的电机的实施例。发动机200包括ISG 206,ISG 206安装在分离离合器或第一离合器210的上游侧的同一根轴上,分离离合器或第一离合器210将发动机200和ISG 206选择性地连接到第二电机(诸如图1的电机14),第二电机连接到离合器210的下游侧。如前所述,ISG 206可通过包括如上所述的DC/DC转换器的电力电子器件而连接到高电压电池或者低电压电池或电源(诸如12V、24V、36V或48V的电源)。车辆控制器响应于对应的车辆操作状况和/或环境操作状况下的发动机启动请求,基于发动机停止位置来控制ISG 206以启动发动机200。可控制离合器210以使离合器210部分地接合(打滑)或分离(也称为打开),以在下游动力传动系统或传动系部件与发动机200和ISG 206断开的情况下提供断开式发动机启动。ISG 206的尺寸通常不被形成为在离合器210接合或闭合的情况下提供足以启动发动机200的扭矩。
图2B和图2C示出了具有带传动式ISG(其也可称为BSG或BISG)的混合动力车辆的代表性实施例。图2B是示例性侧视图,图2C为了清楚起见示出了省略的各个部件的端视图。发动机220可使用多个滑轮和一个或更多个带连接到BSG 226。在示出的实施例中,BSG 226连接到起动发电机滑轮230,起动发电机滑轮230通过带240连接到发动机轴滑轮232。本实施例还可包括起动机滑轮242用于向带240施加张力以选择性地将BSG 226与和发动机轴滑轮232一起旋转的发动机220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的实施例以如上参照图2A描述的方式类似的方式操作,以在离合器260部分地分离(打滑)或完全分离(打开)的情况下,响应于发动机启动请求基于发动机停止位置,利用被选为启动装置的BSG 226来提供断开式发动机启动。BSG 226可用于改进传统的低电压(例如,12V)发电机使其具有机动驱动能力。发动机220可通过带240永久地连接到BSG 226,或者如上所述,发动机220与BSG 226选择性地接合和分离。
图2D中示意性地示出了类似于图1的实施例的低电压起动马达实施例。发动机270包括通过起动机齿轮280连接到发动机飞轮286的低电压(诸如12V、24V、48V等)起动机276。分离离合器290可如前参照ISG实施例描述的那样操作,以通过使离合器290部分地或完全地分离来提供断开式发动机启动。低电压起动机276响应于发动机启动请求而被激励,从而利用被选择的低电压起动机276响应于发动机启动请求基于发动机停止位置而转动和启动发动机270。
图3是示出相对于发动机停止位置的发动机转动扭矩的曲线图。在图3中示出的代表性实施例中,取决于发动机停止位置,发动机转动扭矩从大约95Nm变化至大约128Nm。在图3的曲线图中,发动机停止位置以上止点后(ATDC)的度数绘制,在上止点后大约25度处出现峰值转动扭矩。可通过对应的曲轴位置传感器来确定曲轴的相对旋转角从而确定发动机停止位置。如本领域普通技术人员通常了解的,TDC(上止点)是活塞到达靠近气缸顶部的最高点时的活塞位置。随着曲轴继续旋转,活塞从TDC朝向下止点(BDC)位置向下运动。对于四冲程或四循环发动机,在每个燃烧循环期间,每个活塞两次到达TDC和BDC。转动扭矩的值和曲线的形式或形状将基于特定的发动机设计(包括压缩比、气门正时和气缸数量等其他参数)而改变。
在图3的实施例中,曲轴每旋转120度,气缸内的活塞位置接近TDC一次。启动装置的选择可以是基于在之前发动机关闭之后发动机停止旋转时指定或特定的活塞/气缸的位置的。虽然图3的曲线图示出了根据上止点后的度数变化的发动机停止位置,但可使用其它参考项用于发动机停止位置,例如,相对于曲轴参考点或标记的曲轴位置。类似地,可基于将各种其它发动机的和环境的操作参数或状况(诸如气门正时和/或发动机温度)考虑在内的预期需要的转动扭矩来选择启动装置。在一个实施例中,在发动机停止位置处在上止点后大约10度至35度的位置范围内时,响应于发动机启动请求选择起动马达或ISG,在本实施例中,处在上止点后大约10度至35度的位置范围内的发动机停止位置对应于大约117Nm至128Nm之间的发动机转动扭矩。
图4是示出根据代表性实施例的用于控制混合动力车辆的系统或方法的操作的简化流程图。如前所述,本领域普通技术人员将认识到,可通过已编程的处理器或控制器来执行示出的功能或特征以响应于发动机启动请求基于发动机停止位置来选择发动机启动装置。
系统或方法400包括确定是否已经请求发动机启动,如在410处所示。如前所述,可由一个或更多个控制器请求发动机启动,以提供发动机扭矩来补充牵引马达/发电机扭矩、为牵引电池充电、为车辆附件或排放管理等供电。响应于在410处指示的发动机启动请求,框420基于之前发动机关闭时的发动机停止位置来确定使用哪个可用的启动装置转动/启动发动机。在示出的实施例中,如果发动机停止位置处在预定或特定范围内,则使用第一电机(其可以是起动马达、ISG、BISG或类似装置)转动/启动发动机,如430处所示。否则(如果发动机停止位置不在预定或特定范围内),通过部分地或完全地接合分离离合器将牵引马达/发电机连接到发动机而使用牵引马达/发电机启动/转动发动机,如440处所示。可替代地,由框420表示的决定可以是基于预期的发动机转动扭矩的,该预期的发动机转动扭矩是基于发动机停止位置以及一个或更多个其它发动机操作状况或环境操作状况(诸如,发动机进气门/排气门位置、发动机油温等)的。类似地,框420表示根据关联的转动扭矩基于发动机停止位置来确定或选择启动装置或策略。例如,在一个实施例中,框420确定发动机停止位置是否在上止点后10度至35度的位置范围内。可替代地或等同地,框420可确定预期的转动扭矩是否大于或等于对应阈值(诸如118Nm)。如前所述,根据特定应用和实施方式,发动机停止位置和关联的预期的发动机转动扭矩可以参照各种其它阈值或范围。
本领域的普通技术人员应认识到,在此说明和描述的各个实施例提供具有与连接式启动策略和断开式启动策略相关联的优点的鲁棒且一致的发动机启动。例如,在发动机是冷的且发动机停止位置未知时在驾驶循环中第一次启动发动机时,或在低车速和高驾驶员需求时,计划或选择断开式发动机启动提供一致且可靠的发动机启动,同时使对操纵性和传递到车轮的扭矩的影响最小化。基于操作状况来选择或计划断开式发动机启动策略促进了马达扭矩的动态释放,否则预留用于转动发动机的马达扭矩会被用于推进车辆。
虽然上文描述了一个或更多个实施例,但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形式。相反,说明书中使用的词语是描述性词语而非限制性词语,并且应理解的是,可在不脱离本公开的精神和范围的情况下做出各种改变。此外,可将各个实施的实施例的特征进行组合以形成可能未明确描述或示出的进一步的实施例。虽然对于一个或更多个期望的特性,各个实施例可能已经被描述为提供优点或优于其它实施例或现有技术的实施方式。但是,如本领域的普通技术人员所认识的,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、安全性、耐用性、生命周期成本、市场性、外观、包装、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或权利要求的范围之外,并可被期望用于特定的应用。
Claims (10)
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连接到发动机;
第二电机,连接到发动机;
阶梯传动比变速器,具有通过第二离合器选择性地连接到第一电机的输入;
处理器,被配置为响应于发动机停止位置具有小于关联阈值的关联转动扭矩,使用第一电机启动发动机。
2.如权利要求1所述的车辆,所述处理器进一步被配置为:响应于发动机停止位置具有不小于所述关联阈值的关联转动扭矩,使用第二电机启动发动机。
3.如权利要求2所述的车辆,其中,第二电机包括起动发电一体机。
4.如权利要求2所述的车辆,其中,第二电机通过带连接到发动机。
5.如权利要求1所述的车辆,其中,第二电机包括低电压起动马达。
6.如权利要求1所述的车辆,所述处理器进一步被配置为:当发动机曲轴位置处在至少一个发动机活塞的上止点后10度至35度的范围内时,使用第二电机启动发动机。
7.如权利要求6所述的车辆,其中,第二电机包括低电压起动马达。
8.一种混合动力车辆,包括具有起动马达且通过第一离合器连接到电机的发动机,所述电机通过第二离合器连接到阶梯传动比变速器,所述混合动力车辆还包括:
处理器,被配置为:响应于发动机启动请求,如果发动机停止位置具有大于或等于阈值的关联转动扭矩,则使用所述起动马达启动发动机,否则使用所述电机启动发动机。
9.如权利要求8所述的混合动力车辆,所述处理器进一步被配置为当发动机曲轴位置处在至少一个发动机活塞的上止点后10度至35度的范围内时,使用所述起动马达启动发动机。
10.一种用于控制混合动力车辆的方法,包括:
响应于发动机停止位置处在上止点后10度至35度的特定范围内,使用第一电机启动发动机;并且
响应于发动机停止位置未处在所述特定范围内,使用通过分离离合器连接到发动机的第二电机启动发动机。
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