CN108340906A - 在分离离合器锁止期间利用带传动起动发电一体机协助进行快速发动机起动的系统和方法 - Google Patents

在分离离合器锁止期间利用带传动起动发电一体机协助进行快速发动机起动的系统和方法 Download PDF

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Publication number
CN108340906A
CN108340906A CN201810044425.0A CN201810044425A CN108340906A CN 108340906 A CN108340906 A CN 108340906A CN 201810044425 A CN201810044425 A CN 201810044425A CN 108340906 A CN108340906 A CN 108340906A
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engine
torque
clutch
controller
speed
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CN108340906B (zh
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罗吉特·乔赫里
马克·斯蒂芬·耶马扎基
法扎尔·阿拉曼·塞伊德
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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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
    • 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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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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
    • F02N11/006—Starting of engines by means of electric motors using a plurality 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
    • F02N11/04—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
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
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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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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/24—Control of the engine output torque by using an external load, e.g. a generator
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
    • F02N2200/042—Starter torque
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/101—Accelerator pedal position
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/102—Brake pedal position
    • 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
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/104—Control of the starter motor torque
    • 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

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Abstract

本公开涉及在分离离合器锁止期间利用带传动起动发电一体机协助进行快速发动机起动的系统和方法。公开了一种具有发动机、起动‑发电机和控制器的车辆。所述控制器被配置为：响应于发动机起动命令，操作发动机，以产生超过需求扭矩的过量扭矩；响应于发动机转速达到阈值，操作起动‑发电机向发动机施加负载，以消耗所述过量扭矩并将发动机转速朝着电机转速驱动，并且使离合器接合，以将发动机与电机连接。

Description

在分离离合器锁止期间利用带传动起动发电一体机协助进行 快速发动机起动的系统和方法
技术领域
本公开涉及用于混合动力车辆的控制系统。
背景技术
在混合动力车辆的发动机起动期间，可能难以使发动机的转速与电机的转速相匹配。当发动机连接到传动系时将发动机转速与电机的转速进行匹配可防止传动系的扰动。在发动机起动期间，可能需要使发动机的转速降低，这需要点火延迟。
发明内容
根据本公开的一个实施例，公开了一种具有发动机、起动-发电机和控制器的车辆。所述控制器被配置为：响应于发动机起动命令，操作发动机，以产生超过需求扭矩的过量扭矩；响应于发动机转速达到阈值，操作起动-发电机向发动机施加负载，以消耗所述过量扭矩并将发动机转速朝着电机转速驱动，并且使离合器接合，以将发动机与电机连接。
根据本公开的另一实施例，公开了一种控制车辆动力传动系统的方法。所述方法可包括：接收发动机起动命令，增大并保持超过需求扭矩的过量发动机扭矩；响应于发动机转速达到阈值，向发动机施加负载，以消耗所述过量扭矩；随后使分离离合器接合，以将发动机与车辆的传动系连接。
根据本公开的另一实施例，公开了一种控制器。所述控制器可包括输入通道和输出通道，所述输入通道被配置为接收指示发动机转速的信号，所述输出通道被配置为提供命令以对连接到发动机的起动-发电机进行操作。所述控制器还可包括控制逻辑，所述控制逻辑被配置为：响应于发动机起动命令，操作发动机，以产生超过需求扭矩的过量扭矩；操作起动-发电机向发动机施加负载，以消耗所述过量扭矩并使发动机转速朝着电机转速增大；使离合器接合，以将发动机连接到传动系。
附图说明
图1是根据本公开的一个或更多个实施例的示例混合动力车辆的示意图。
图2是示出在起动状况期间车辆组件的状态以及车辆的转速和扭矩特性的曲线图。
图3是示出用于在发动机起动事件期间控制发动机和起动发电一体机的方法的控制图。
具体实施方式
根据需要，在此公开本发明的具体实施例；然而，将理解的是，所公开的实施例仅为本发明的示例，可采用各种形式和替代形式来实施本发明。附图不必按比例绘制；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发明的代表性基础。
在混合动力车辆中，可使用分离离合器、起动机或带传动起动/发电一体机(ISG)来起动发动机。使用ISG是在起动时将发动机与传动系隔离的一种方式。由于发动机被隔离，使得发动机不受其它动力传动系统组件的重量的阻碍(所述其它动力传动系统组件将会在起动时被连接)，因而更高效。但是仍然期望响应于大幅度的踩加速踏板(largeaccelerator tip-in)而连接发动机并向驾驶员提供所需扭矩。在将发动机连接到动力传动系统之前，使发动机转速的变化率与泵轮转速的变化率相匹配对于防止传动系的冲击是有利的。为了在发动机转速与泵轮转速之间达到相同变化率，在连接之前必须降低发动机的扭矩。实现所述扭矩降低的一种方式是通过BISG对发动机施加负载。
参照图1，根据本公开的实施例示出了混合动力电动车辆(HEV)10的示意图。HEV10包括动力传动系统12。动力传动系统12包括驱动传动装置16的发动机14，所述传动装置16可被称为模块化混合动力传动装置(MHT)。如下面将更详细地描述的，传动装置16包括电机(例如，电动马达/发电机(M/G)18)、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均充当驱动源，并且被配置为推进HEV 10。发动机14可以是通过汽油、柴油或天然气驱动的内燃发动机或燃料电池。发动机14产生发动机功率和相应的发动机扭矩，所述发动机扭矩在发动机14与M/G18之间的分离离合器26至少部分地接合时被供应到M/G 18。M/G可以是永磁同步马达或多种类型的电机中的任何一种。电力电子模块促使由牵引电池20提供的直流(DC)电力流向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/G18到发动机14的动力流是可行的。例如，分离离合器26可被接合，并且M/G 18可作为发电机操作，以将由曲轴28和M/G轴30提供的旋转能转换成将被储存在牵引电池20中的电能。还可使分离离合器26分离以将发动机14与动力传动系统12的其余部分隔离，使得M/G 18可用作HEV 10的唯一驱动源。轴30延伸穿过M/G 18。M/G 18连续可驱动地连接至轴30，然而仅当分离离合器26至少部分地接合时发动机14才可驱动地连接至轴30。
M/G 18经由轴30连接至变矩器22。因此，当分离离合器26至少部分地接合时，变矩器22连接至发动机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与变速器输入轴32之间提供液力耦合。变矩器22在泵轮转动得比涡轮快时将动力从泵轮传递至涡轮。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的比值足够高时，涡轮扭矩是泵轮扭矩的倍数。变矩器旁通离合器(也被称为变矩器锁止离合器)34还可被设置为：当变矩器旁通离合器接合时，使变矩器22的泵轮和涡轮摩擦地或机械地连接，以允许更高效的动力传输。变矩器旁通离合器34还可作为起步离合器进行操作，以提供平稳的车辆起步。可选地，针对不包括变矩器22或变矩器旁通离合器34的应用，可在M/G 18与齿轮箱24之间设置与分离离合器26类似的起步离合器。
齿轮箱24是包括旋转元件和离合器的集合的齿轮传动装置，所述齿轮传动装置被构造为在元件之间施加特定转速关系。一些转速关系(被称为固定转速关系)不考虑任何离合器的状态而被施加。仅仅施加固定关系的齿轮传动装置被称为固定齿轮传动装置。其它转速关系仅在特定离合器完全接合时才被施加。选择性地施加转速关系的齿轮传动装置被称为可换挡齿轮传动装置(shiftable gearing arrangement)。离散传动比变速器具有可换挡齿轮传动装置，所述可换挡齿轮传动装置在输入轴和输出轴之间选择性地施加多个速比。
如果一组元件被约束为在所有操作状况下均作为一个整体而旋转，则它们彼此固定地连接。可通过花键连接、焊接、压装、从同一固体的机械加工或其它方式来使元件固定地连接。固定连接的元件之间的旋转位移可发生轻微变化，诸如由于间隙或轴柔量而产生的位移。相反，两个元件通过离合器选择性地连接，每当离合器完全接合时离合器便将所述两个元件约束为一个整体旋转，并且在至少一些其它操作状况下所述两个元件自由地以不同的转速旋转。离合器包括主动控制装置(诸如液压致动离合器或电致动离合器)和被动装置(诸如单向离合器)。通过选择性地将元件连接到壳体以保持元件不旋转的离合器可被称为制动器。
可通过换挡安排来控制齿轮传动装置，所述换挡安排使齿轮组的特定元件连接和断开连接，以控制变速器输出轴36与变速器输入轴32之间的传动比。齿轮箱24通过关联的控制器(诸如，动力传动系统控制单元(PCU))基于多种车辆操作状况和环境操作状况而自动地从一个传动比切换至另一传动比。来自发动机14和M/G 18二者的功率和扭矩可被传递至齿轮箱24并且由齿轮箱24接收。齿轮箱24随后向输出轴36提供动力传动系统的输出功率和扭矩。
输出轴36连接至差速器40。差速器40经由连接至差速器40的相应的车轴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，同时在诸如车辆转弯时允许微小的转速差。可使用不同类型的差速器或类似的装置将来自动力传动系统的扭矩分配到一个或更多个车轮。在一些应用中，扭矩分配可根据特定的操作模式或状况而不同。
动力传动系统12还包括关联的控制器50(诸如，动力传动系统控制单元(PCU))。虽然控制器50被示出为一个控制器，但是控制器50可以是较大的控制系统的一部分，并且可由整个车辆10中的多个其它控制器(诸如，车辆系统控制器(VSC))来控制。因此，应理解的是，动力传动系统控制单元50以及一个或更多个其它控制器可被统称为“控制器”，所述“控制器”响应于来自多个传感器的信号而控制多个致动器以控制多个功能(诸如，起动/停止发动机14、操作M/G 18以提供车轮扭矩或对牵引电池20进行充电、选择或安排变速器换挡等)。控制器50可包括与多种类型的计算机可读存储装置或介质进行通信的微处理器或中央处理器(CPU)。例如，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)和不失效存储器(KAM)中的易失性和非易失性存储器。KAM是可用于在CPU掉电时存储各种操作变量的持久性或非易失性存储器。可使用多个已知的存储装置(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存储装置、磁存储装置、光学存储装置或组合的存储装置)中的任何一种来实现计算机可读存储装置或介质，所述数据中的一些表示由控制器使用以控制发动机或车辆的可执行指令。
控制器经由输入/输出(I/O)接口(包括输入通道和输出通道)与各种发动机/车辆传感器和致动器进行通信，所述输入/输出(I/O)接口可被实现为提供各种原始数据或信号调节、处理和/或转换、短路保护等的单个集成接口。可选地，一个或更多个专用硬件或固件芯片可被用于在将特定信号传送到CPU之前调节并处理所述特定信号。如在图1的代表性实施例中总体上示出的，控制器50可向发动机14、分离离合器26、M/G 18、电池20、起步离合器34、变速器齿轮箱24和电力电子模块56传送信号和/或传送来自发动机14、分离离合器26、M/G 18、电池20、起步离合器34、变速器齿轮箱24和电力电子模块56的信号。尽管未明确示出，但是本领域普通技术人员将认识到可通过上述每个子系统内的控制器50控制的多个功能或组件。可使用由控制器执行的控制逻辑和/或算法直接地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、速率和持续时间、节气门位置、(用于火花点火式发动机的)火花塞点火正时、进气/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(包括确定最大充电功率限制和最大放电功率限制)、再生制动、M/G操作、用于分离离合器26、起步离合器34和变速器齿轮箱24的离合器压力等。例如，通过I/O接口传送输入的传感器可用于指示：涡轮增压器升压压力、曲轴位置(PIP)、发动机转速(RPM)、车轮转速(WS1、WS2)、车速(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)、排气氧(EGO)或其它排气成分的浓度或存在性、进气量(MAF)、变速器挡位、传动比或模式、变速器机油温度(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、电流或荷电状态(SOC)。
由车辆的驾驶员使用加速踏板52来提供所需的扭矩、动力或驱动命令以推进车辆。一般而言，踩下和释放加速踏板52产生可被控制器50分别解释为增大动力或减小动力的需求的加速踏板位置信号。车辆的驾驶员还使用制动踏板58来提供所需的制动扭矩以使车辆减慢。一般而言，踩下和释放制动踏板58产生可被控制器50解释为需要降低车辆速度的制动踏板位置信号。基于来自加速踏板52和制动踏板58的输入，控制器50命令到发动机14、M/G 18和摩擦制动器60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的接合或分离和变矩器旁通离合器34的接合或分离。与分离离合器26类似，可在接合位置与分离位置之间的范围内调节变矩器旁通离合器34。除了由泵轮与涡轮之间的液力耦合产生的可变打滑之外，这种调节也在变矩器22中产生可变打滑。可选地，根据特定应用，变矩器旁通离合器34可在不使用调节操作模式的情况下被操作为锁止或分离。
起动发电一体机(ISG)64可连接至发动机14(即，可连接至发动机14的曲轴28)。ISG 64可被配置为：在发动机起动事件期间作为马达进行操作以起动发动机14，或者在车辆操作期间向动力传动系统12提供额外的扭矩。ISG 64还可被配置为从发动机14接收扭矩并作为发电机进行操作。ISG 64可通过离合器66、带68和一对带轮70选择性地连接至发动机。如果ISG 64通过带68连接至发动机，则ISG 64可被称为带传动起动发电一体机(BISG)。控制器50可被配置为：向ISG 64发送信号以使ISG 64作为马达或发电机进行操作。控制器还可被配置为：向离合器66发送信号，以使离合器66分离或接合。当离合器处于接合状态时，ISG 64将连接至发动机14，并且当离合器66处于分离状态时，ISG 64将与发动机14断开连接。ISG 64可被配置为：当作为发电机进行操作时，提供电能以对辅助电池72和牵引电池20进行充电，或者提供电能以向车辆附件62供电。辅助电池72还可被配置为向车辆附件62供电。
控制器50可被配置为经由电信号接收图1中示出的多个车辆组件的各种状态或状况。所述电信号可经由输入通道从各个组件传递至控制器50。此外，从各个组件接收的电信号可指示用于改变或转变车辆10的一个或更多个对应组件的状态的请求或命令。控制器50包括被配置为(经由电信号)向各个车辆组件传递请求或命令的输出通道。控制器50包括控制逻辑和/或算法，所述控制逻辑和/或算法被配置为基于各个车辆组件的请求、命令、状况或状态而产生通过输出通道进行传递的请求或命令。
在图1中以虚线示出了输入通道和输出通道。应理解的是，单条虚线可代表进入或离开单个元件的输入通道和输出通道两者。此外，离开一个元件的输出通道可作为进入另一元件的输入通道进行操作，反之亦然。
参照图2，曲线图100表示发动机转速、马达/发电机转速、发动机扭矩、分离离合器压力、分离离合器状态、分离离合器命令、发动机模式、起动机/起动发电一体机状态、发动机上拉和下拉请求以及加速踏板位置。线102表示相对于时间绘制的发动机14的转速，线104表示相对于时间绘制的M/G 18的转速。线106表示ISG 64的扭矩请求，线108表示发动机的基本扭矩请求，线110表示驾驶员需求扭矩，并且线112表示发动机的瞬时扭矩请求。可针对能量管理扭矩(也被称为充电扭矩)调整驾驶员需求扭矩。充电扭矩是用于保持高电压电池的电量所需的扭矩。线114和线116分别表示分离离合器26的压力和分离离合器26的状态。当在T1与T2之间对分离离合器施加压力时，分离离合器产生行程(stroke)。如线116所示，当分离离合器正在产生行程时，分离离合器在T2与T3之间进行接合，并在T3之后完全接合。线118表示控制器50向分离离合器提供的命令，在原点与T1之间，离合器是分离的。在T1与T2之间，分离离合器准备接合。在T2之后，分离离合器26被命令进行接合。线120表示发动机模式。在原点与T1之间，发动机模式是关闭。在T1与T2之间，发动机开始起动，并且在T3之后，发动机模式处于扭矩控制模式。
线122表示ISG 64的模式。在原点与T1之间，发动机是关闭的，ISG 64也是关闭的。在T1与T2之间，一旦从控制器50接收到命令，则ISG起动发动机14。在起动发动机之后，ISG64在T1和T2之间向发动机14提供扭矩或负载。线124和线126分别表示发动机上拉-下拉(EPUD)请求和加速踏板的位置。EPUD可以是控制器内用于确定是否存在针对发动机起动或停止的请求的算法。在原点与T1之间，加速踏板被示出为被轻微踩下。当到达T1时，驾驶员已经通过踩下加速踏板而“给油”。
参照图3，示出了表示用于在发动机起动事件期间控制发动机14和ISG64的方法300的控制图。由控制器50实现方法300，以控制发动机14的扭矩和转速。方法在302开始，并且在304确定是否需要发动机起动。如果M/G18没有产生足够的扭矩和转速来满足驾驶员的需求，则可能需要发动机起动。在节点306，控制器50确定是否应该开始转动起动发动机。使发动机转动起动意味着通过起动机或ISG 64致动飞轮从而起动发动机14。在另一实施例中，分离离合器也可使发动机转动起动。如果转动起动被请求，则在节点312，向ISG 64请求转动起动发动机所需的扭矩。在ISG 64已提供所请求的扭矩之后，在节点326，可用的马达扭矩被用于满足驾驶员的需求。
参照回节点306，如果发动机已经完成转动起动，则在步骤308，控制器50确定转速增加(run-up)阶段是否完成。在“转速增加”阶段，期望使发动机转速快速上升到目标马达转速。在转速增加阶段期间，基本扭矩命令和瞬时扭矩命令彼此相等。这里，过量的发动机扭矩被用于使发动机加速以符合马达转速。此外，发动机空气路径组件(诸如，节气门、进气门、排气门正时和涡轮增压器废气门)被改变以促进更大的气流以在发动机连接到传动系之后满足扭矩需求。这尤其有益于涡轮增压发动机，这是因为在鼓动(spool up)涡轮增压器之前不会产生高的发动机扭矩。如果转速增加阶段完成，则在节点314，控制器50不向ISG64请求任何扭矩。当发动机转速达到低于马达转速的预定转速时，转速增加阶段完成。在步骤320，控制器可请求所命令的发动机扭矩(τeng_cmd)高于驾驶员需求的扭矩(τdrv_dem)，以使发动机转速尽快达到期望转速。
如果在步骤308控制器确定转速增加阶段未完成，则在节点310，控制器确定离合器是否锁止。如果离合器锁止，则在节点316，控制器用于将发动机扭矩降低到驾驶员需求扭矩减去能量管理所需扭矩(τEM)之差。从节点316继续进行，在节点322，控制器向ISG 64请求负扭矩(τBISG)。从节点322继续进行，在节点328，请求的马达扭矩(τmtr_cmd)基于驾驶员需求和分离离合器26的扭矩(τDCL)。如果在步骤310离合器的锁止阶段完成，则在318，请求的发动机扭矩是用于满足驾驶员需求扭矩减去能量管理所需扭矩之差的扭矩。在节点324，向ISG 64请求的扭矩为零。在节点324之后，在步骤328，基于驾驶员需求而请求的马达扭矩等于分离离合器的扭矩。在330，方法300结束。
虽然以上描述了示例性实施例，但是并不意在这些实施例描述本发明的所有可能形式。更具体地，说明书中使用的词语为描述性词语而非限制性词语，并且理解的是，可在不脱离本发明的精神和范围的情况下做出各种改变。此外，各个实施例的特征可被组合，以形成本发明的进一步的实施例。

Claims (20)

1.一种车辆，包括：
发动机；
起动-发电机；
控制器，被配置为：
响应于发动机起动命令，操作发动机以产生超过需求扭矩的过量扭矩；
响应于发动机转速达到阈值，操作起动-发电机向发动机施加负载，以消耗所述过量扭矩并将发动机转速朝着电机转速驱动，并且使离合器接合，以将发动机与电机连接。
2.根据权利要求1所述的车辆，其中，所述控制器还被配置为：在发动机转速和电机转速相同之后，使所述离合器锁止。
3.根据权利要求2所述的车辆，其中，在所述离合器锁止之后，发动机输出扭矩和针对充电扭矩而被调整的所述需求扭矩是相同的。
4.根据权利要求3所述的车辆，其中，所述发动机输出扭矩小于离合器的扭矩容量。
5.根据权利要求1所述的车辆，其中，所述阈值由目标发动机排气流量限定。
6.根据权利要求1所述的车辆，其中，在使所述离合器接合之前，所述操作发动机以产生超过需求扭矩的过量扭矩使得连接到发动机的涡轮增压器在目标持续时间内达到期望的转速。
7.根据权利要求1所述的车辆，还包括起动机马达，其中，所述控制器还被配置为：响应于所述发动机起动命令，操作起动机马达以对发动机进行起动。
8.一种控制车辆动力传动系统的方法，包括：
响应于接收到发动机起动命令，将发动机的扭矩增大到需求扭矩以上，以产生过量扭矩；
响应于发动机转速达到阈值，向发动机施加负载，以消耗所述过量扭矩；
随后使分离离合器接合，以将发动机与车辆的传动系连接。
9.根据权利要求8所述的方法，其中，在发动机转速和电机转速相同之后使分离离合器接合。
10.根据权利要求8所述的方法，其中，在分离离合器被锁止之后，过量发动机扭矩和针对能量管理扭矩而被调整的需求扭矩是相同的。
11.根据权利要求8所述的方法，其中，在使分离离合器接合之前，所述将发动机的扭矩增大到需求扭矩以上使得连接到发动机的涡轮增压器在目标持续时间内达到期望的转速。
12.根据权利要求8所述的方法，其中，所述阈值由目标发动机排气流量限定。
13.一种控制器，包括：
输入通道，被配置为：接收指示发动机转速的信号；
输出通道，被配置为：提供命令，以对连接到发动机的起动-发电机进行操作；
控制逻辑，被配置为：响应于发动机起动命令，操作发动机以产生超过需求扭矩的过量扭矩；操作起动-发电机向发动机施加负载，以消耗所述过量扭矩并使发动机转速朝着电机转速增大；使离合器接合，以将发动机连接到传动系。
14.根据权利要求13所述的控制器，其中，所述起动-发电机将所述过量扭矩减小等于所述过量扭矩与所述需求扭矩之间的差的量。
15.根据权利要求13所述的控制器，其中，所述控制器还被配置为：在发动机转速和电机转速相同之后，使离合器锁止。
16.根据权利要求15所述的控制器，其中，在离合器锁止之后，发动机输出扭矩和针对能量管理而被调整的所述需求扭矩是相同的。
17.根据权利要求15所述的控制器，其中，所述发动机具有小于离合器的扭矩容量的输出扭矩。
18.根据权利要求13所述的控制器，其中，所述过量扭矩由目标发动机排气流量限定。
19.根据权利要求13所述的控制器，其中，在使离合器接合之前，所述操作发动机以产生超过需求扭矩的过量扭矩使得连接到发动机的涡轮增压器在目标持续时间内达到期望的转速。
20.根据权利要求13所述的控制器，其中，所述控制器还被配置为：响应于所述发动机起动命令，操作起动机马达，以对发动机进行起动。
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CN105620461A (zh) * 2014-11-19 2016-06-01 现代自动车株式会社 控制发动机离合器的装置和方法

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