CN107399318A - 混合动力车辆发动机起动器系统和方法 - Google Patents

混合动力车辆发动机起动器系统和方法 Download PDF

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Publication number
CN107399318A
CN107399318A CN201710328645.1A CN201710328645A CN107399318A CN 107399318 A CN107399318 A CN 107399318A CN 201710328645 A CN201710328645 A CN 201710328645A CN 107399318 A CN107399318 A CN 107399318A
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motor
engine
propulsion system
controller
vehicle
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CN107399318B (zh
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C·S·纳姆杜里
L·郝
S·戈帕拉克里希南
T·W·尼尔
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • 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
    • B60K6/26—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 characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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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    • B60K6/442—Series-parallel switching type
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
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    • 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
    • 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
    • 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
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • 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
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    • B60K6/42—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 the architecture of the hybrid electric vehicle
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种车辆推进系统，其包括发动机和第一电机，其各自配置成选择性地提供转矩以推进车辆。推进系统还包括第二电机，该第二电机耦接至发动机并且配置成从待用状态起动发动机。高电压电池经由高电压总线对第一电机和第二电机两者供电。车辆进一步包括控制器，该控制器经编程以响应于在减小加速需求的阶段之后的阈值加速需求来发出指令，以使用第二电机来起动发动机。

Description

混合动力车辆发动机起动器系统和方法
技术领域
本发明涉及一种混合动力车辆推进系统发动机起动器和控制方法。
背景技术
燃烧发动机可具有耦接至发动机的电起动器以转动曲柄轴来引起起动事件。电起动器可以是具有接触电刷的电动机，以在定子部分的静止电线和转子部分的可动部件之间传导电流。物理接触件会随着时间磨损，从而导致电动机劣化。此外，有刷电动机在其可用速度范围的上限附近基本上输送零转矩。
发明内容
车辆推进系统包括发动机和第一电机，其各自配置成选择性地提供转矩以推进车辆。推进系统还包括第二电机，该第二电机耦接至发动机并且配置成从待用状态起动发动机。高电压电池(例如，高于约30伏特)经由高电压总线为第一电机和第二电机两者供电。车辆进一步包括控制器，该控制器经编程以响应于在减小加速需求的阶段之后的阈值加速需求来发出指令，以使用第二电机来起动发动机。
分配车辆推进源的方法包括提供动力系，该动力系具有发动机和第一电机，其配置成选择性地提供车辆推进。该方法还包括响应于小于预定关闭阈值的加速需求来停用发动机。该方法进一步包括响应于增大至高于预定重新起动阈值的加速需求来使用第二电机重新启用发动机，该第二电机经由高电压总线供电并且耦接至发动机。
车辆推进系统包括高电压电源和电机，其能够使用来自高电压电源的电力来选择性地推进车辆。车辆还包括能够选择性地推进车辆的发动机。无电刷永磁体电动机由高电压电源供电并且配置成选择性地耦接至发动机并且从停用状态重新起动发动机。车辆进一步包括控制器，该控制器经编程以响应于小于第一阈值的加速需求来停用发动机。该控制器还经编程为在发动机处于停用状态的同时响应于高于第二阈值的加速需求来操作无电刷永磁体电动机。该控制器进一步经编程为使得无电刷永磁体电动机的速度与发动机的速度同步，并且将无电刷永磁体电动机与发动机接合以重新起动发动机。
附图说明
图1是混合动力车辆推进系统的系统示意图。
图2是发动机曲柄性能的图表。
图3是用于混合动力车辆推进系统的转矩分配的方法的流程图。
图4是电机的输出的图表。
具体实施方式
这里描述本发明的实施例。然而，应理解的是，所公开的实施例仅仅是示例，并且其它实施例可采取各种和可替代的形式。附图并非必须是按比例的；一些特征可放大或最小化以示出特定部件的细节。因此，这里公开的特定结构和功能细节不应被理解成是限制的，而是仅仅作为教导本领域技术人员以各种方式采用本发明的代表性基础。本领域技术人员将理解的是，参照任何一个附图所说明和描述的各种特征可与在一个或多个其它附图中说明的特征组合，以产生并未明确说明或描述的实施例。所说明的特征的组合向典型应用提供代表性实施例。然而，与本发明的教导一致的特征的各种组合和修改对于特定的应用或实施方式是期望的。
参照图1，提供车辆10。借助示例，车辆10是混合电动车辆(HEV)，其具有动力系，该动力系具有汽油推进源和电推进源两者。可基于车辆的操作状况来选择性地启用推进源的任一个或两者以提供推进。内燃机12作为汽油推进源操作并且将转矩输出至轴14。发动机12可具有多个气缸，以产生来自燃料的燃烧的动力以致使轴14旋转。可沿着轴14包括一个或多个解耦机构，以使得发动机12的输出从动力系的剩余部分解耦。离合器16设置成允许选择将发动机12的转矩部分地或完全地解耦。在一个示例中，离合器16是摩擦离合器，该摩擦离合器具有多个摩擦板，这些摩擦板在离合器关闭以传递转矩时至少部分地接合，并且当离合器打开以隔离动力系的下游部分和发动机12之间的转矩流时脱离。
还可包括变矩器18以提供发动机12的输出部分和传动系的下游部分之间的流体耦接。变矩器18操作以平稳地加速从发动机至传动系的转矩传递。此外，变矩器允许解耦，以使得发动机持续以低旋转速度操作，而不会致使发动机推进(例如，静止怠速状况)。
第一电机20作为电推进源操作并且由高电压牵引电池22供电。通常，高电压电池是具有高于30伏特但小于60伏特的操作电压的电池。在一个示例中，牵引电池22是具有48伏特的额定电压的锂离子高电压电池。高电压直流电在输送至第一电机20之前由逆变器24调节。逆变器24包括多个开关和控制电路，它们操作以将直流电转换成三相交流电以驱动电机。
第一电机20根据电力流的方向具有多个操作模式。在电动机模式中，从高电压电池22输送的电力允许电动机能将转矩输出至轴26。输出转矩然后可传递通过可变比变速器28，以在输送至最终驱动机构30之前改变传动比。在一个示例中，最终驱动机构30是差速器，该差速器配置成将转矩分配至耦接至车轮34的一个或多个侧轴32。第一电机20可设置在变速器28的上游或变速器28的下游，或者结合在变速器28的壳体内。
第一电机20还配置成在发电模式中操作，以将旋转运动转换成所要存储在高电压电池22处的电力。当车辆移动时，不管是由发动机推进还是通过其自身惯性而滑行，轴26的旋转均使得第一电机20的电枢或转子(未示出)转动。此种运动致使电磁场产生交流电，该交流电通过逆变器24用以转换成直流电。然后，可将直流电提供给高电压电池22，以补充电池处存储的电荷。单向或双向DC-DC转换器42用于对低电压(例如，12伏特)电池44充电，并且供给诸如通常是12伏特负载的低电压负载46。当使用双向DC-DC转换器42时，可从低电压电池跳跃起动高电压电池22。
这里讨论的各种推进系统部件可具有一个或多个相关联的控制器以控制监控操作。控制器36虽然示意地示作单个控制器，但也可实施为一个控制器或者协配以共同地管理推进系统的控制器的系统。多个控制器可经由串行总线(例如，控制器局域网络(CAN))或经由离散导体通信。控制器36包括一个或多个数字计算机，每个数字计算机具有微处理器或中央处理单元(CPU)、只读存储器(ROM)、随机访问存储器(RAM)、电可编程只读存储器(EPROM)、高速时钟、模拟到数字(A/D)和数字到模拟(D/A)电路、输入/输出电路和装置(I/O)以及合适的信号调节和缓冲电路。控制器36还可存储所需的多个算法或计算机可执行指令，以发出指令来执行根据本发明的动作。
控制器36经编程以监控和协调各个推进系统部件的操作。控制器36与发动机12通信并且接收指示至少发动机速度、温度以及其它发动机操作状况的信号。控制器36还与第一电机20通信并且接收指示电动机速度、转矩以及电流消耗的信号。控制器还可与电池22通信并且接收指示至少电池充电状态(SOC)、温度以及电流消耗的信号。控制器还接收指示经过高电压总线的电路电压的信号。控制器36可进一步与驾驶员输入踏板38处的一个或多个传感器通信，以接收指示踏板位置的信号，该踏板位置可反映驾驶员的加速需求。驾驶员输入踏板38可包括加速器踏板和/或制动器踏板。在例如自驱动自主车辆的替代实施例中，加速需求可通过车辆的车载或车外计算机来确定，而无需驾驶员交互。
如上所述，发动机12和第一电机20的任一个或两者可至少基于车辆的推进需求而在特定的时间内操作。在高转矩需求的状况期间，控制器36可致使发动机12和第一电机20的两者能启用，以使得各自提供输出转矩，其组合地推进车辆10。
在某些需要中等转矩的状况中，发动机有效地操作并且可用作仅有的推进源。例如，在以大体恒定速度的高速公路驾驶期间，第一电机20可停用，以使得仅仅发动机12提供输出转矩。
在其它示例操作状况下，发动机12可停用，以使得仅仅电机20提供输出转矩。离合器16可打开以使得轴14从动力系的下游部分解耦。确切地说，在驾驶员允许车辆在其自身阻力下减速的车辆滑行状况期间，发动机可停用并且电动机在发电机模式下操作以回收能量。附加地，在例如交通灯的临时车辆停止期间，发动机停用会是期望的。除了允许发动机怠速以外，可通过在车辆静止的同时停用发动机来减少燃料燃烧。在两种示例中，响应于推进需求的随后增大快速地重新起动发动机会是有益的。促进发动机起动可避免由驾驶员感知到动力输送中的不平稳和/或延迟。
车辆10包括第二电机40，该第二电机选择性地耦接至发动机12。第二电机40作为起动电动机操作并且当与发动机接合以导致燃烧循环时，使得发动机的曲柄部分转动以便于冷起动或重新起动。第二电机40可通过带齿轮机械连接至发动机的飞轮部分，以使得转矩通至曲柄轴来起动发动机。在另一示例中，第二电机40可通过带齿带机械连接至曲柄滑轮，以使得转矩通至发动机的曲柄轴。根据本发明的各方面，控制器36经编程以响应于在减小加速需求的阶段之后的加速需求来发出指令，以使用第二电机40来起动发动机12。
第二电机40能通过电机壳体内的滑动小齿轮选择性地接合至发动机。第一螺线管可设置成致动小齿轮从第一解耦位置至与发动机曲柄轴机械接合的第二位置以传递转矩。如上所述，由于动力系包装限制，可存在不同配置的中间部件来提供传动比调节和/或几何形状调节。一旦电机处于平稳转矩传递的合适速度下，第一螺线管就可接收信号来接合小齿轮，以起动发动机。
当发动机重新起动时，该发动机可从基本上零的旋转速度或者从显著地小于诸如第一电机20之类下游动力系部件的旋转速度的速度重新起动。控制器36可在发动机12的初始重新起动之后实施延迟，以允许发动机速度在关闭离合器16之前上升至系统速度的预定范围内。减小发动机速度和下游部件的速度之间的差异改进离合器16的接合的平稳性并且减小由乘客所感知的与发动机重新起动事件相关的NVH。然而，此种延迟可导致从发动机所需的附加推进转矩的输送中产生可感知的滞后。
一些动力系系统可包括耦接至发动机的电刷接触类型的起动电动机以提供起动功能。起动电动机通常由经由低电压总线连接的低电压电池供电。其可例如由低电压电池42或者由补充低电压电源供电。传统的低电压电池通常具有约12伏特且通常小于18伏特的额定电压。诸如车辆附件之类的低电压负载46也通常经由相同的低电压总线供电。
保持持续地将有电刷接触起动电动机连接至电源会是不合需要的。因此，有电刷接触起动电动机系统通常包括第二螺线管，以致动与电气端子的电气连接来提供电力。当期望起动发动机时，第一螺线管和第二螺线管须两者均致动。在许多情形中，致动须按序地执行。例如，可致动第二螺线管以提供电力来允许起动电动机能构建旋转速度。然后，可致动第一螺线管以将起动电动机输出机械地接合至发动机，以便于起动事件。多个螺线管的此种按序致动来操作起动电动机可有助于发动机重新起动的不理想时间延迟。
当发动机起动时，通过起动电动机的电力负载导致临时电压下降。由于电压下降，乘客会感知到某些症状，例如灯照明水平下降或者其它电动附件的临时退化功能。为了避免这些不理想的症状，可使用补偿装置但可能具有缺点。例如，可提供附加的DC-DC升压转换器来临时地升高电压，以掩盖由于起动电动机导致的电压下降相关的电势症状。替代地，可提供第二电源来补充电池并且补偿电压下降。电压下降补偿装置的上述示例的每个可增大推进系统的成本、重量以及复杂度。
电刷接触类型的电动机也可在起动发动机所需的时间内受到固有的限制。与电刷接触电动机的构造相关的是，附连于转子的绕组增大该转子的尺寸和质量两者。转子的附加旋转惯性会导致较高的持续时间来从静止达到期望的旋转速度。这增加发动机重新起动的持续时间并且随后会限制推进系统的响应性。
根据本发明的一方面，第二电机40是耦接至发动机12的无刷永磁体DC电动机，以提供起动转矩来重新起动发动机12。第二电机40由高电压牵引电池22经由高电压总线供电。第二电机40的高电压操作提供快速发动机重新起动，这使得在例如滑行期间的发动机停用之后快速加速。
经由高电压总线操作第二电机40消除由于电力消耗而对于升压转换器的需求，以使得电路中的电压稳定。第二电机由与牵引电动机相同的电源或者第一电机20供电。利用单个高电压电源还避免对于补充电源的需求，以缓解由于起动器操作所导致的电压下降。此外，通过经由单独的高电压总线来对第二电机供电，可在发动机起动功能和其它车辆附近功能之间实现电气隔离。
无电刷电机可例如具有多种已知电动机类型的任一种类型，例如表面永磁体机器、内部永磁体机器、拖杯感应机器或者开关磁阻机器。由于消除电刷在换向器处接触引起的物理磨损，无电刷电动机提供延长可用寿命的持续时间的附加益处。此外，与有刷电动机相比，电换向式电机可能够更精确地控制电动机速度。在一些示例中，可使用弱磁控制策略来操作第二电机，以进一步改进电力输出的控制。根据本发明的各方面，第二电机的输出速度与发动机的速度同步以减少在重新起动事件期间可能发生的噪声、振动以及刺耳声(NVH)。
与由电刷电动机采用的物理接触件相比，无电刷电机40也可包括至少一个集成电路，该至少一个集成电路利用控制逻辑编程以执行电子换向。电子换向可通过包括在电机的壳体内的多个固态开关(例如，MOSFET、IGBT类型的晶体管)来实现。开关能独立地并且选择性地连接至高电压电源。换向序列的多个阶段通过按序地启用开关来实现，以在电机内产生旋转磁场。基于特定开关的选择和致动速率，可精确地控制电动机的速度和输出转矩。这样，可无需单独的逆变器来将来自高电压电池22的直流电转换成三相交流电以驱动电机40。电机40还可包括内部传感器(例如，霍尔效应传感器，以检测电动机的位置和速度。此种位置反馈可用于输入控制逻辑，以影响固态开关的致动。集成电路结合转子位置传感器执行固态开关的电子换向，以将来自高电压电源的直流电转换成交流电，以驱动无电刷永磁体电动机。控制逻辑还可包括保护，以免发生不理想的电动机状况，例如过流、短路以及过热。集成电路可附加地经编程以响应于电动机的一个或多个误差状况来执行控制动作。
如上所述的集成电路可消除对于专用螺线管的需求，以接合和脱离第二电机和电源之间的电气连接。内部固态开关可用于使得电机与电源电气地隔离，而无需螺线管的机械致动。根据本发明的各方面，起动器电机设有单个螺线管致动器以将第二电机选择性地耦接至发动机，并且第二电机经由固态开关连接至高电压电池。并不提供螺线管来实现与电源的电气连接。
通过使用无电刷电机，可显著地减小转子的惯性。绕组位于定子上，由此减小转子的质量。例如，转子的中心部分可配置成中空的以提供质量减小。此外，转子的永磁体可相对于转子的外表面插入，以将磁体定位成更靠近转子的旋转轴线。在一个示例中，无电刷电机可具有约1.205×10-4kg-m2的惯性数值。电机和高电压电源的减小关系的组合允许电机的较快卷起且由此更快速的发动机重新起动。
参照图2，图表200示出使用不同类型的起动器配置在重新起动事件的初始位置期间的发动机曲柄性能。水平轴线202表示时间，且垂直轴线204表示发动机旋转速度。曲线206表示由经由低电压总线供电的传统电刷换向器起动电动机驱动的发动机起动事件。在所提供的示例中，电动机是经由12伏特总线供电的1.8kW有刷电动机。曲线208表示由经由高电压总线供电的无电刷永磁体电机驱动的发动机重新起动事件。在曲线208的示例中，无电刷永磁体电机在定子的每个截面上包括24匝电线，其中电机经由40伏特总线供电。针对从静止时的待用状态启始的起动事件绘制两个系统。借助示例，对于曲线206的传统起动器，在约时间T2处发生发动机的第一完全压缩。相比下，根据本发明的各方面，对于曲线208的示例起动器，在约时间T1处发生发动机的第一完全压缩。在图表200中提供的其中时间增量可以是约100毫秒的比较示例中，时间缩短ΔT可视为是约200毫秒。虽然借助示例提供某些参数，但应意识到的是，本发明的各方面在电动机规范的范围上操作，以改进发动机重新起动响应性、起动器可用寿命，同时避免在低电压总线上由于发动机起动而发生的电压下降的不理想症状。
参照图3，示出在混合动力车辆中分配推进源的方法300。混合动力车辆设有动力系，该动力系具有发动机和第一电机，其配置成选择性地提供车辆推进。在步骤302处，该方法包括确定在施加制动器踏板的情形下车辆是否停止、例如具有零速度。如果车辆在步骤302处并不停止，该方法包括在步骤304处确定车辆是否在移动的同时经受滚动滑行状况、例如零加速需求。根据本发明的一方面，步骤302和步骤304两者可包括检测基本上是零的加速需求。如果在任一步骤处检测到零加速需求(例如，车辆在步骤302处停止或者在步骤304处滚动滑行)，则该方法包括在步骤306处停用发动机。
替代地，该方法可包括在其它操作状况下停用发动机。如果在步骤304处车辆并不经受滚动滑行状况，则该方法包括检测加速需求是否小于预定关闭阈值TSHUTOFF。如果加速需求足够低，则该方法包括在步骤306处停用发动机。低加速需求可由例如作为牵引电动机操作的电机的电推进源来满足。
一旦发动机在步骤306处停用，该方法包括在步骤310处持续地监控足以保证重新起动发动机的加速需求中的改变。如果在步骤310处加速需求大于预定重新起动阈值TRESTART，该方法包括在步骤312处启用作为起动电动机操作的电机。如上所述，电机由高电压电池经由高电压总线启用或供电。在一个示例中，重新起动阈值TRESTART高于关闭阈值TSHUTOFF，以避免当加速需求在其中一个阈值附近波动时导致发动机的过度开关循环的滞后效应。
如上所述，发动机可在车辆滚动的状况下停用。因此，发动机在停用之后持续地旋转一定时间段。如果加速需求增大，可在发动机仍旋转的同时促进重新起动。为了避免与发动机重新起动相关的不必要NVH，在步骤314处，起动器电机的速度同步以在接合起动器之前匹配发动机的旋转速度，从而重新起动发动机。
一旦起动器电机的速度与发动机旋转速度同步，该方法在步骤316处包括使得起动器与发动机接合来重新起动发动机。该方法进一步包括针对如上所述可促进附加的发动机停用的状况、持续地监控各个车辆操作参数。
参照图4，图表500示出根据本发明各方面的一对电机的输出。水平轴线502表示每分钟旋转速度(RPM)。左侧垂直轴线504以牛顿-米(N-m)表示电机的输出转矩。右侧垂直轴线506以瓦表示电机的输出功率。对于根据如上所述某些方面的有刷电动机和无电刷永磁体电动机两者绘制转矩和功率的每个。曲线508表示针对有刷电动机的输出转矩曲线。曲线510表示针对无电刷电机的输出转矩曲线。通过比较可观察到的是，本发明的各方面提供较宽范围的相对恒定输出转矩。例如，在约0和7000RPM之间，无电刷电动机配置能够以约6.7N-m输出相对恒定的转矩。相反，有刷电动机在此种范围内大体是线性的并具有负斜率，而在较低的RPM范围内输出显著地较小转矩。此外，可观察到的是，由曲线508示出的有刷电动机的输出转矩以约12500RPM下降至零，而由曲线510表示的无电刷配置对于较高的PRM范围提供较高的转矩输出。例如，根据本发明各方面提供的电机以高达16000RPM输出约2.5N-m。
根据本发明各方面也显著地改进功率输出。曲线512表示针对有刷电动机的输出功率曲线，而曲线514表示针对根据本发明各方面的无电刷电机的输出功率曲线。通过在曲线512和514之间进行比较可观察到的是，无电刷电机配置能够输出较高的功率水平、例如约4500瓦。附加地，有电刷电机的功率输出以约12500RPM下降至零，而相对恒定的功率能够以显著较高的速度从无电刷电机输出。例如，无电刷电机能够以高达16000RPM输送约4200瓦输出。与传统的有刷电动机起动器相比，无电刷电机的较宽恒定操作输出以及较高的峰值功率输出用于提供更高响应性的发动机起动。
这里公开的过程、方法或算法能输送至处理装置、控制器或计算机/由其实施，该处理装置、控制器或计算机可包括任何现有的可编程电子控制单元或专用电子控制单元。类似地，过程、方法或算法可以许多形式存储为能由控制器或计算机执行的数据和指令，这些形状包括但不限于永久地存储在诸如ROM装置的不可擦写存储介质上的信息以及可变地存储在诸如软盘、磁带、CD、RAM装置的可擦写存储介质以及其它磁性和光学介质上的信息。过程、方法或算法还可在软件可执行对象中实施。替代地，可使用诸如专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机、控制器的合适硬件部件或其它硬件部件或装置或者硬件、软件和固件部件的组合来整体地或部分地体现过程、方法或算法。
虽然上文描述了示例性实施例，但并不旨在这些实施例描述权利要求所包含的所有可能形式。说明书中使用的词语是描述性而非限制性的词语，且应理解的是，可做出各种改变而不会偏离本发明的精神和范围。如前所述，各种实施例的特征可组合以形成可能并未明确描述或说明的本发明的又一些实施例。虽然各种实施例可能已描述为相对于一个或多个期望的特征提供优点或者优于其它实施例或现有技术实施方式是优选的，但本领域普通技术人员会认识到的是，可省去一个或多个特征或特性以实现期望的总体系统属性，这取决于特定的应用和实施方式。这些属性可包括但不限于成本、强度、耐久性、生命周期成本、可销售性、外管、包装、尺寸、服务能力、重量、可制造性、组装容易性等等。这样，相对于一个或多个特征描述为比其它实施例或现有技术实施方式较为不理想的实施例并不落在本发明的范围以外并且对于特定应用会是理想的。

Claims (10)

1.一种车辆推进系统，包括：
发动机和第一电机，其各自配置成选择性地提供转矩以推进所述车辆；
第二电机，所述第二电机耦接至所述发动机并且配置成从待用状态起动所述发动机；
高电压电池，用于经由高电压总线对所述第一电机和所述第二电机两者供电；以及
控制器，所述控制器经编程以响应于在减小加速需求的阶段之后的阈值加速需求来发出指令，以使用所述第二电机来起动所述发动机。
2.根据权利要求1所述的车辆推进系统，其中，所述第二电机是无电刷永磁体电动机，所述无电刷永磁体电动机设有集成电路，以接合转子位置传感器来执行固态开关的电子换向，从而将来自所述高电压电源的直流电转换成交流电以驱动所述无电刷永磁体电动机。
3.根据权利要求1所述的车辆推进系统，其中，所述第二电机是无电刷永磁体电动机，所述无电刷永磁体电动机设有单个螺线管致动器，以将所述无电刷永磁体电动机选择性地耦接至所述发动机，并且所述无电刷永磁体电动机经由所述固态开关连接至所述高电压电源。
4.根据权利要求1所述的车辆推进系统，其中，所述高电压总线在约48伏特下供电。
5.根据权利要求1所述的车辆推进系统，进一步包括低电压电池，所述低电压电池配置成经由低电压总线来对至少一个车辆附近供电。
6.根据权利要求1所述的车辆推进系统，其中，所述控制器进一步编程为响应于在所述车辆移动的同时对应于基本上零加速需求的滑行状况来停用所述发动机。
7.根据权利要求1所述的车辆推进系统，其中，所述控制器进一步编程为响应于对应于基本上零加速需求的停止状况来停用所述发动机。
8.根据权利要求1所述的车辆推进系统，其中，所述第二电机设有单个螺线管致动器以将所述第二电机选择性地耦接至所述发动机，并且所述第二电机经由所述固态开关连接至所述高电压电池。
9.根据权利要求1所述的车辆推进系统，其中，所述控制器进一步经编程为在发动机重新起动事件期间使得所述第二电机的旋转速度与所述发动机的速度同步。
10.根据权利要求1所述的车辆推进系统，其中，所述控制器进一步经编程为响应于加速需求增大至高于预定重新起动阈值来使用耦接至所述发动机的所述第二电机重新启用所述发动机。
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