CN107757604B - 混合动力汽车推进*** - Google Patents
混合动力汽车推进*** Download PDFInfo
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- CN107757604B CN107757604B CN201710684273.6A CN201710684273A CN107757604B CN 107757604 B CN107757604 B CN 107757604B CN 201710684273 A CN201710684273 A CN 201710684273A CN 107757604 B CN107757604 B CN 107757604B
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Abstract
混合动力车辆推进***包括发动机和第一电机,每个都配置成有选择地提供扭矩以推动车辆。推进***还包括联接到发动机的第二电机,以提供扭矩来使发动机从非活动状态起动。高压电源配置成通过高压母线为第一电机和第二电机供电。推进***还包括控制器,其被编程为在车辆以稳定速度驱动预定的持续时间时使用第一电机去激活发动机并推进车辆。控制器还经编程以使用高压电源供电的第二电机重新起动发动机。
Description
技术领域
本公开涉及一种混合动力车辆的推进***。
背景技术
车辆可以包括联接到变速器的内燃机和将扭矩传递给车轮以驱动车辆的最终驱动装置。为了起动非混合动力汽车的发动机,起动电动机可以通电,使发动机曲轴转动并开始燃烧循环。混合动力电动汽车可以利用电机和/或内燃机来推动车辆以降低燃料消耗和排放。
发明内容
一种混合动力车辆推进装置包括发动机和第一电机,其中每个都配置成有选择地提供扭矩以推动车辆。推进***还包括联接到发动机的第二电机,以提供扭矩来使发动机从非活动状态起动。高压电源配置成通过高压母线为第一电机和第二电机供电。推进***包括控制器,其经编程以在车辆以稳定速度驱动预定的持续时间时使用第一电机停用发动机并推进车辆。控制器还经编程以使用高压电源供电的第二电机重新起动发动机。
一种操作车辆推进***的方法包括选择性地操作内燃机和第一电机中的至少一个以提供推进扭矩。第一电机配置成从至少一个高压电源接收功率。所述方法还包括响应于车辆以小于功率阙值的功耗相应的速度运行预定的时间量时停用内燃机。该方法还包括响应于大于扭矩需求阈值的扭矩需求,利用由高压电源供电的第二电机输出的扭矩重新起动内燃机。
一种车辆推进***包括发动机和第一电机,每个都配置成有选择地提供扭矩以推动车辆。推进***还包括联接到发动机的第二电机以提供扭矩来使发动机从非活动状态起动。高压电源配置成通过高压母线为第一电机和第二电机供电。推进***还包括控制器,控制器经编程以使用由高压电源供电的第二电机输出的扭矩来起动发动机。控制器还经编程以响应于大于加速度阙值的加速度需求来操作第一电机和内燃机两者推进车辆。控制器进一步经编程以响应于车辆减速状况来将第一电机当作发电机操作,从而在高压电源上恢复电荷。控制器经进一步编程以使发动机停用和操作第一电机,以便响应于车辆以使功耗小于预定功率极限的某个速度运行时推进车辆。
附图说明
图1是混合动力推进***的示意图。
图2是推进***控制器的***图。
图3是混合动力推进***的第一个替代例的示意图。
图4是混合动力推进***的操作模式表。
图5是混合动力推进***的各种操作模式的时距图。
图6是混合动力推进***的第二个替代例的示意图。
图7是混合动力推进***的第三个替代例的示意图。
具体实施方式
在此描述了本公开的实施例。然而,要理解的是,所公开的实施例仅仅是示例,而其他实施例可以采取不同和替换的形式。这些图不一定是按比例绘制的;某些图可以被夸大或最小化,以显示特定组件的细节。因此,此处所公开的具体结构和功能细节不应被解释为限制,而仅仅是作为一种有代表性的基础,用于教本领域的技术人员以不同的方式使用本发明。正如本领域普通技术人员将理解的,参照任何一个图说明和描述的各种特征可以与一个或多个其它图中所示的特征结合,以产生未被明确说明或描述的实施例。所示特征的组合为典型应用提供了代表性的实施例。然而与本发明的教导相一致的特征的各种组合和修改可用于特定应用或实施方式。
参见图1,车辆10包括具有多个推进动力源以提供动力的推进***100。在各种示例中,推进***包括内燃机102以在轴104处产生扭矩,该轴可联接到发动机曲轴。发动机102可以是多汽缸内燃机,通过热力学过程将燃料转换为机械扭矩。轴104联接到变速器112的输入,变速器112用于提供多个齿轮比来修改扭矩和转速以影响驱动特性。然后,将变速器112的输出传递到最终驱动器输出轴114,以向一个或多个车轮116传递扭矩。推进***还可以包括最终驱动机构118,其用于从单个扭矩输入向多个车轮116分配扭矩。在一个示例中,最终驱动机构118是差速器,用于将扭矩分配给联接到车轮116的一个或多个侧轴。推进***可以被布置成通过前轮驱动、后轮驱动或全轮驱动配置中的任何一个来传递扭矩。
发动机102可以选择性地与推进***联接与分离。一个或多个可选择的断开元件可位于沿扭矩流路径的不同位置。例如,可提供第一离合器106,以根据推进***100的期望操作模式选择性地接合或脱离发动机102的扭矩输出。在一个可替代的示例中,可包括离合器作为液力联接变矩器的锁定部分。此外,此处所描述的离合器中的任何一个可以是可选择的状态单向离合器,用于被动地接合,例如在超限条件下,并且主动地接合在单方向上的传递扭矩。其他类型的扭矩传递机制可能适用于与动力传动***连接和/或断开发动机。下面更详细地讨论,发动机102的脱离状态促进发动机非活动操作模式以提高燃料效率。正如此处使用的,发动机的非活动状态是指发动机的输出扭矩和速度基本为零的情况。相反,活动状态是指发动机正在转动的情况。
推进***100还包括第二推进源,例如牵引电机122。在一些示例中,电机可集成到变速器112的壳体中。牵引电机122通过高压母线与高压电池132交换功率。牵引电机用于将电池储存的电能转换为机械能,并在相反方向将机械能转换为电能以存储在电池里。牵引电机122具有取决于功率流方向的多个操作模式。例如,牵引电机122可作为牵引电动机来输出扭矩,作为发电机从动力传动***的转动运动中恢复能量,并在电中性的放任自流的状态中运行。此外,牵引电机122被配置为“离轴”电动发电机,意味着其旋转轴与变速器的输入轴104的旋转轴分开。可以获得更大范围内的扭矩比,更小的电机可以满足推进需求。此外,牵引电机可以具有至少两到三倍的发动机输出速度的高速度。在其它示例中,牵引电机122可以被设置成“在轴上”,使得电机的旋转轴与传动输入轴的旋转轴共用。
在牵引电动机模式中,功率转换部分128作为换流器运行,以将从一个或多个能量存储***接收的直流电源转换为三相交流电源以操作电机。在一个示例中,直流电源由高压电池132传递,使得牵引电机122向电动机扭矩接口124输出扭矩。功率转换部分还包括一个或多个内部开关的脉宽调制(PWM)控制,以将直流电源转换为交流电源,以产生驱动电机的电磁场。电动机扭矩接口124通过扭矩联接器126联接到动力传动***扭矩接口108。扭矩联接器126可以包括皮带来传递牵引电机122和动力传动***其他部分之间的扭矩。在这种情况下,电动机扭矩接口124和动力传动***扭矩接口108都可设置为与扭矩联接器126配合的滑轮。皮带可以是多楔带、平带或其他任何适合传递扭矩的配置。在一些示例中,扭矩联接器126可以设置为链,代替带,并且链轮齿可以同与滑轮相对的链一起使用。在进一步的示例中,动力传动***扭矩接口108、电动机扭矩接口124和扭矩联接器126可以包括多个齿轮以将扭矩从牵引电机122传送到动力传动***来推进车辆。牵引电机可以联接或连接在动力传动***相对于推进***的扭矩流的不同的位置。牵引电机122可以设置在变速器112的上游或下游,或者集成在变速器112的壳体内。在可替代的示例中,牵引电机被集成到后轮驱动结构的后差速器中。
第二离合器110可以用于将发动机102和牵引电机122从动力传动***分离。即使在推进源不推进车辆的情况下,发动机102仍然可以联接到牵引电机122以产生功率。
在发电机模式下,通过扭矩联接器126的扭矩流方向是相反的,并且在动力传动***里面的转动运动用于转动电动机扭矩接口124以产生三相交流电流。功率转换部分128用作功率整流器,以将牵引电机122产生的交流电流转换为在高压电池132处接收的直流电流。所产生的电流可用于给高压电池132充电或直接提供电力负荷。
高电压电池132还包括多个传感器来输出指示电池状况的信号,电池状况包括但不限于电池温度、电池处的电流传输、电池电压。一般来说,高压电源是指工作电压大于30伏但低于60伏的电源。在一个示例中,电池132是标称电压约为48伏的锂离子高压电池。在可替代的示例中,可提供36伏的电源作为高压电源。进一步地,其他能量存储类型有望为推进***以及其他车辆负载提供动力,如铅酸蓄电池、超级电容器或其他存储设备。
低压电池134通过低压母线向车辆负载136供电。负载136可包括车辆附件和其他具有相对较低电力需求的负载。例如,低压电池可具有约12伏的标称电压,标称电压一般小于18伏。
单向或双向直流-直流转换器138在高压和低压电母线之间交换功率。直流-直流转换器138可以是辅助功率控制模块(APM)的一部分,包括内部单向阻塞开关或双向阻断开关。在一种配置中,直流-直流转换器138至少包括一个固态开关。直流-直流转换器138用于允许在高压母线和低压母线之间连续或选择性地进行电气通信。因此,可以使用直流-直流转换器138确保在预定电压范围内所需量的电流被传送到低压负载136,以向各种附件供电,其中包括向车辆10的全部或部分附件供电。如果任一电源的电压电平与期望标称值不同,直流-直流转换器138可用于向低压负载136提供基本恒定的电压。在一个示例中,如果电压电平相对于12伏的标称值偏离至低于约10伏或高于约16伏的电压,则直流-直流转换器138可调节被输送到低压负载136的电压。因此,直流-直流转换器可以增加或减小向电源车辆附件供电的电压,另一个例子是直流-直流转换器用于为将电压从大约48伏转换到大约12伏,反之亦然。虽然上述电压值是通过示例的方式提供的,但应该理解的是,本公开可以涉及高压母线和低压母线的电压值范围之间的功率转换。
直流-直流转换器138可用于功率交换的任一方向,使得高压电池132可向低压负载136供电而不从低压电池134中抽取功率。此外,直流-直流转换器138可用于利用低压电池134的功率跳线跨接起动高压电池132。
在至少一个示例中,每个电源,包括高压电池132和低压电池134,被集成到单个功率模块130中。此外,直流-直流转换器138也可以类似地集成到功率模块130中。在一些替代示例中,每个电源可以具有大致相同的电压。在进一步的替代示例中,功率可由单个高压电源提供。在这样的示例中,可以对单个电池从外部电源进行跳线跨接起动。直流-直流转换器可用于降低电压以提供低电压车辆负载。更进一步地,某些替代示例可以包括第三个电源,例如冗余低压电源。
车辆10包括选择性地联接到发动机102的起动电机140。起动电机140作为起动电动机运行,当和发动机接合导致产生燃烧循环时,转动发动机曲轴部分便于冷起动或重新起动。起动电机140可以选择性地通过齿轮机械连接联接到发动机以向曲轴传递扭矩来起动发动机。在一个示例中,小齿轮142与环形齿轮144配合以使发动机曲柄起动。环形齿轮144可联接到发动机102的飞轮。另一个示例中,起动电机140可以通过齿形带机械连接而连接到曲轴皮带轮以向发动机102的曲轴传递扭矩。根据一些示例,控制器146经编程以发出命令以响应于加速度需求来使用起动电机140起动发动机102,加速度需求在降低加速度需求的时期后面产生。
起动电机140可选择性地通过起动电机的壳体内的滑动小齿轮接合到发动机102。起动驱动器(未示出)可用于在第一脱开位置和与环形齿轮144机械连接的第二接合位置之间移动小齿轮142以传递扭矩。正如上面所讨论的,由于动力传动系包装限制,可能有不同配置的中间组件提供齿轮比调整和/或几何调整。起动驱动器可收到信号,一旦起动电机以合适的速度传递平滑扭矩时,信号用于使起动驱动器接合小齿轮来起动发动机102。
当发动机重新启动时,可以从基本零转速或从显著低于诸如牵引电机122之类的下游动力传动系组件的转速的情况下重新启动发动机。控制器146可在发动机102的初始重新起动之后实现延迟,使得在接合第一离合器106之前发动机速度上升到***速度的预定范围内。降低发动机速度和下游组件速度之间的差距提高了第一离合器106接合的平稳性且降低了和发动机重新起动事件相关的乘客所感觉到的噪音、振动、声振粗糙度(NVH)。然而,这种延迟可能会导致从发动机传递所需的额外推进扭矩时的可感知的滞后现象。
一些动力传动系***可包括电刷接触型的起动电动机,其联接到发动机以提供起动功能。起动电动机通常通过低压母线连接的低压电池供电。例如,它可以由低压电池134供电,也可以由附加的低压电源供电。
在运行的基础上,保持电刷接触型的起动电动机连接在电源上可能不太理想。因此电刷接触型的起动电动机***通常需要第二驱动器来选择性地机械连接到电气终端来提供电源。当需要起动发动机时,该起动驱动器以及次级驱动器都必须通电。在许多情况下,必须按顺序执行驱动。例如,第二驱动器可被驱动来提供动力,以允许起动电动机建立转速。然后,该起动驱动器可被通电来机械地使起动电动机输出接合到起动机来促进起动事件。此类多个螺线管的时序驱动以操作起动电动机可能会导致发动机重新起动事件的不良时间延迟。
此外,临时的电压下降可能由起动电动机的电力负荷引起的,电力负荷由发动机重新起动事件引起。乘客可能察觉到某些症状,例如由于电压下降,灯照明水平下降或其他电力驱动附件的功能暂时减弱。为了避免此类不良症状,可以使用补偿手段,但可能有缺点。例如,可提供额外的直流-直流升压转换器来暂时步增电压以掩盖与起动电动机导致的电压下降相关的潜在症状。可替代地,可提供补充电源以补充低压电池并补偿电压下降。上述电压下降补偿手段的每一个例子都可能增加推进***的成本、重量和复杂性。
在启动发动机所需的时间内,电刷接触式电动机也可能受到固有的限制。与电刷接触式电动机的构造有关,附着于内部转子的绕组增加了转子本身的大小和质量。转子的附加转动惯量可能导致更高的持续时间,以从静止到达所需的转速。这增加了发动机重新启动的持续时间,随后可能会限制推进***的响应速度。
根据本公开的方面,起动电机140是永磁无刷直流电动机,其选择性地联接发动机102来提供起动扭矩以重新启动发动机102。起动电机140通过高压母线由高压牵引电池132供电。起动电机140的高压操作提供了更快的发动机重新起动,使得在发动机停用之后的加速事件期间,发动机功率传输恢复更快。例如,包括导致在发动机停用的惰力运转周期后的快速扭矩需求的轻踩加速器踏板在内的条件可能从本公开的方面获益。.
通过高压母线给起动电机140供电省去了额外的升压变换器,由于功耗,该额外的升压变压器用于稳定电路内的电压。起动电机由与牵引电机122相同的电源供电。利用高压电源还省去了补充电源,该补充电源用于减轻起动器操作引起的电压下降。此外,通过单独的高压母线给起动电机供电,可实现发动机起动功能和其他车辆辅助功能之间的电气隔离。
无刷电动机可以是许多已知电动机类型中的任何一种,例如表面永磁电机、内部永磁电机、拖杯感应电机或开关磁阻电机。无刷电动机提供额外的益处,因为它从换向器刷子的接触中消除了物理磨损,从而增加了可用寿命周期。此外,电子换向电机相比于有刷电动机对电机速度的控制更加精确。在一些示例中,起动电机可使用弱磁控制策略运行以进一步提高对功率输出的控制。根据本发明的方面,第二电机的输出速度与发动机的速度同步,以降低NVH,其可能在驾驶员改变主意的重新起动事件中发生。
无刷电动机140还可以包括至少一个集成电路,该集成电路用控制逻辑编程来执行电子换向,而不是电刷电动机采用的物理接触。电子换向可以由包括在电机外壳内的多个固态开关(例如,MOSFET、IGBT型晶体管)实现。开关是独立的和有选择地连接到高压电源。换向顺序的多个阶段是通过在序列中激活开关从而在电机内创建旋转磁场来实现的。基于特定开关的选择和驱动速率,可以精确控制电机的速度和输出扭矩。这样,独立的换流器可以不需要将直流电从高压电池132转化为三相交流电来驱动起动电机140。起动电机140还可包括内部传感器(如霍尔传感器)来检测电动机位置和速度。这种位置反馈可用于输入控制逻辑以影响固态开关的驱动。集成电路与转子位置传感器一起实现固态开关的电子换向,将高压电源的直流电转换为交流电从而驱动无刷永磁电动机。控制逻辑还可包括保护电动机不受不良电动机条件的影响,例如过流、短路和过热。该集成电路可以被另外编程以响应于检测电动机的一个或多个的错误条件来执行控制动作。
如上所述的集成电路可以省去专用驱动器,专用驱动器用于使起动电机和高压电池132之间的电连接接合和脱离。内部固态开关可用于将起动电机与电源进行电隔离,而无需额外的机械驱动器。根据本公开的方面,起动电机设有单独的螺线管执行机构以选择性地将起动电机联接至发动机,且起动电机通过固态开关连接到高压电池。
通过使用无刷电动机,转子的惯性可以大大降低。绕组位于定子上从而降低转子的质量。例如,转子的中心部分可以被设置为空心以减小质量。进一步的,转子的永久磁铁相对于转子的外表面可以是***物,以将磁铁放置到离转子的旋转轴更近的位置。相比之下,相对于无刷配置,有刷电动机转子一般更重,且有更大的直径。在类似的使用有刷电动机的发动机起动器应用中,转子惯性可能高五倍。电机的减小惯性与高速度范围内(比如5000到16000 RMP)的高功率输出的组合使电机更快运转,从而更快速的重新起动发动机。
也可通过低压母线对起动电机140供电。例如,在高压电力存储***的一部分出现故障的情况下,仍然可以启动发动机102,以便仅使用发动机推进车辆。虽然来自多个推进源的全功率可能不可用,但从单个推进源减少操作可以避免车辆滞留情况。在另一个示例中,极端低温起动事件可以由具有更好低温性能的低压电池(例如,铅酸电池)供电。更具体地说,在低于约30度的温度下,低压电池可用于对起动电机供电直到高压电池加热到更高的自然操作温度。在这些情况下,在升压模式下,起动电机140可使用从低压电池134流经138的电流通电。
在进一步的示例中,起动电机140设有双速驱动机构来使能不同的操作模式。例如,上面讨论的发动机起动操作可以对应于第一速度。起动电动机甚至在以更高的速度运行时也能够向发动机提供补充扭矩。在牵引电机122出现故障的情况下,这可能是有益的。在这种情况下,起动电机140通过以第二速度运行来提供冗余电源,有助于在降级减小功能模式中运行推进***。
电动助力转向(EPS)***120可以响应方向盘驱动器的驱动,提供车轮116的角度变化的助力。在下面更详细地讨论的可替代的示例中,EPS***可以由自主自驾车辆模式中的控制器来控制。EPS***可由高压电池132和低压电池134中的至少一个供电。
推进***100还包括前端附件驱动(FEAD)***158,其运行在发动机102的输出部。FEAD包括FEAD扭矩接口160,其联接到发动机输出扭矩接口162。在一个示例中,扭矩接口160和发动机输出扭矩接口162都是由皮带164联接的滑轮。如水泵和/或HVAC***等发动机的辅助设备可以由FEAD驱动。
本文讨论的各种推进***组件可以有一个或多个相关控制器来控制和监视操作。尽管图示为单个的控制器,控制器146可实现为控制器或相互配合的控制器的***来共同管理推进***。多个控制器之间的通信以及控制器、驱动器和/或传感器之间的通信可使用直接有限链路、网络通信母线链路、无线链路、串行外设接口母线或任何其它合适的通信链路实现。通信包括以任何合适的形式交换数据信号,例如,例如通过导电介质的电信号、通过空气的电磁信号、通过光波导的光信号等。数据信号可以包括代表来自传感器的输入的信号、代表驱动器命令的信号、和控制器之间的通信信号。在一个具体的示例中,多个控制器通过串行母线(例如,控制器区域网(CAN))或通过离散导体彼此通信。控制器146包括一个或多个数字计算机,每个数字计算机都有微处理器或中央处理单元(CPU)、只读存储器(ROM)、随机存取存储器(RAM)、电可编程只读存储器(EPROM),高速时钟、模数(A/D)和数模(D/A)电路、输入/输出电路和设备(I/O),以及适当的信号调理和缓冲电路。控制器146还可以存储多个算法或计算机可执行指令,用于下发命令以根据本公开执行动作。
控制器146经编程以监视和协调各种推进***组件的操作。控制器146与发动机102通信,并接收至少指示电动机转速、温度以及其它发动机工作条件的信号。控制器146还与牵引电机122通信,并接收指示电动机速度、扭矩、温度、牵引电流和电机两端电压的信号。控制器也可以与高压电池132和低压电池134通信,并接收至少指示电池充电状态(SOC)、温度、电压和牵引电流的信号。SOC表示电池中剩余的电荷,表示为相对于充满电时的百分比(即100%)。控制器还接收指示在高压母线和低压母线的各个点上的电路电压的信号。控制器146还可以与驱动器输入踏板(未示出)的一个或多个传感器通信,以接收指示踏板位置的信号,该信号可以反映驱动器提供的正加速度和负加速度需求。驱动器输入踏板可包括加速器踏板和/或制动踏板。在某些可替代的示例中,例如自驾自主车辆,加速度需求可以由计算机来确定,该计算机既可以是车载的也可以是非车载的,而无需驱动器交互。
控制器146还可以使用收发器148进行无线通信。收发器可以用于与多个非车载组件或***交换信号。控制器146经编程以使用无线通信网络150交换信息。数据可以与远程服务器152进行交换,远程服务器152用以减少车载数据处理和数据存储要求。在至少一个示例中,服务器152执行与推进***诊断和预后相关的处理。现行***性能数据上载并存储在服务器152中。服务器可以存储一个或多个基于模型的计算算法以对各种推进子***进行健康状态分析,推进子***至少包括牵引电机、起动电极和能量存储***。在非车载服务器152上进行的车辆分析允许中继回警告信息以便向车辆用户通知组件的健康状态。此外,根据车辆分析,可以向控制器提供经修订的操作指令。例如,发动机停用事件的频率可以响应于起动电机的退化的健康状态而降低。在一些示例中,基于模型的算法的至少一部分存储在控制器146中的存储器中。
控制器146还可以与蜂窝网络154或卫星通信以获得全球定位***(GPS)位置。此外,诸如交通流量和天气等实时信息也可以类似地通过无线通信网络150传送给控制器。即将出现的发动机停用和/或重新启动可根据地理位置信息(如速度限制或本地交通流量)预先确定。
控制器146还可以与主机车辆附近的对象进行直接无线通信。例如,控制器可以与一个或多个车辆156交换信号,以交换关于车辆相对于彼此的接近度的信息。这些信息可用于基于附近物体的运动预测车辆的即将减速和/或加速。更具体地说,即将发生的发动机停用事件可以基于即将出现的与交通或其他附近车辆减速有关的轻轻松开加速器进行预测。类似地,可基于与提高的交通流量相关的即将增加的车辆速度(即增加的扭矩需求)来预测即将发生的发动机重新启动。在进一步的示例中,外部对象的接近和/或移动可以促进自主驾驶特性,例如自动自泊车。
具体地参照图2,控制器146的***图描绘了与推进***的操作有关的几个输入和输出信号。在一个示例中,控制器146配置成从牵引电机接收多个输入信号202,如至少一个牵引电机扭矩信号τEM1、牵引电机速度信号ωEM1和牵引电机温度信号TempEM1。控制器146还可配置成接收来自起动电机的输入信号204,如起动电机扭矩信号τEM2、牵引电机速度信号ωEM2和牵引电机温度信号TempEM1。控制器146还可配置成接收输入信号206,其分别表示高压电池和低压电池中的每一个的操作条件,如电池电压Vb1和Vb2、电流Ib1和Ib2、充电状态SOCb1和SOCb2以及电池温度Tempb1和Tempb2。控制器还配置成接收输入信号208,其表示其他各种车辆操作条件,如推进***的扭矩需求τDEMAND、制动需求BrkDEMAND、诸如子***健康状态的车辆分析、外部对象接近Extprox、全球定位***位置GPS、传动齿轮状态TransGear以及通过STATEDEVICEi的多个不同车辆设备的操作状态STATE DEVICE1。控制器146还配置成接收输入信号ACCDEMAND,其代表车辆附件电力负荷。虽然这里通过示例描述了几种示例输入,但设想输入的附加或不同组合可适于影响推进***的操作。
根据不同的由控制器接收的输入信号,编程处理器以执行一个或多个算法来控制推进***的操作。操作***210存储在控制器146上以监视和调节推进***的组件的操作。操作***210可包括推进模式选择算法212,以根据输入条件确定和实现推进源的最适当组合。更具体地说,控制器监视电池、发动机和电动机***,以根据各自的当前状态确定在任何给定时间的最佳操作模式。在一个示例中,推进***可以包括至少一个发动机唯一驱动模式、再生操作驱动模式、电动唯一电动汽车驱动模式和双推进源混合动力汽车模式。
操作***210还可以包括用于准备自动起动过程的算法214。控制器146经编程以响应于某些操作条件使用相对较低扭矩需求来使发动机停用。在一个示例中,当车辆静止时基本上为零速度时,停用发动机。控制器还可以经编程以发出命令在惰力运转事件时停用发动机,在惰力运转事件时发动机由于其自身的滚动阻力而减速。一旦扭矩需求增加到大于预定阈值时,发动机可以自动重新起动以提供推进扭矩。自动起动用于在停用一段时间后重新启动发动机。算法214还可以包括逻辑部分以在自动起动事件之前提醒准备起动电机。例如,在命令起动驱动器接合起动电机之前,电机的速度可以提升到与发动机的转速同步。如上所述,无刷电动机起动电机在发动机自动起动事件中能够更快速的响应。因此,发动机可在驱动过程中更频繁地停用,而不会让推进***的扭矩性能出现可察觉的下降。
操作***210还可以包括算法216,其包括起动器***选择。根据推进***的操作条件,可以从多个源中重新起动发动机。例如在最正常的操作条件下,无刷起动电动机由高压电源供电,用于起动发动机。在其他条件下,如高压电源的低充电状态下,低压电源可用于向起动电动机供电。在进一步的示例中,如某些故障条件下,在动力传动***中的旋转可以转动发动机以在故障模式下重新起动。更具体地说,如果其他起动器源不可用,一个或一个以上的离合器可用于使用用动力传动***的旋转来重新起动发动机。
操作***210还可以包括算法218,以控制起动电机接合机构的驱动。如上所述,示例机构包括起动电机壳体内的滑动小齿轮和起动驱动器,从而在第一脱离位置和第二脱离位置之间移动小齿轮。用于控制起动驱动器逻辑可以包括在算法218中。
操作***210还可以包括用于控制混合动力车辆操作策略的算法220。可以使用提前知道的信息来进行理想操作的某些先决条件,以使燃料燃烧效率和能量恢复效率最大化。例如,基于用户提供的即将到来的路线,可以预先规划机会充电时机,使得控制器可以预测发动机开/关状态、电机开/关状态、能量再生状态和发动机重新起动事件中的某些事件的发生。
操作***210还可以包括用于操作期间的容错管理的算法222。如上所述,尽管某些组件的功能退化或丧失,推进***100仍保持运行。容错算法222确保车辆不会因组件退化而停滞,并防止客人步行回家的情况出现。例如,当高压电池SOC低于临界水平时起动发动机,该算法将直流-直流变换器设置为升压模式以从低压电池提供充足的电荷或向高压电源提供12伏的跳转跨接起动电源,来使能发动机的起动功能。在发动机运行情况中,如果电低压电池或高压电池由于松散的联接或其他故障而断开,可以通过在发电模式中操作牵引电机122且通过降压模式中运行的直流-直流转换器提供低压负载来维持低压负载。在另一种情况下,如果起动机140发生故障,则电机122可以作为电动机运行,通过打开离合器110和接合离合器106来启动发动机。在通常向大多数车辆控制器供电的低压电池充满电且车辆对一键起动无反应的情况下,容错算法能通过直流-直流转换器使用高压电源向关键控制器供电,从而起动车辆。
算法212、214、216、218、220、222中的每一个都在以上内容中描述为独立的特征。然而,应该理解的是所述特征的某些方面包括功能重叠,因此可以组合成更全面的总体算法。
继续参见图2,控制器146提供了几个输出信号来影响推进***的操作。从控制器输出一组离合器控制信号224,以打开和/或关闭多个离合器中的任何一个以通过推进***控制扭矩流路径。本公开中描述的各种示例配置包括多个不同的离合器位置,以影响几个推进源中的任何一个的扭矩输入和扭矩输出。通过Ci的离合器控制信号C1代表发出的控制推进***中的i个离合器中的任何一个的命令。可以集成离合器中的任何一个作为其它推进***组件的一部分,例如在变速器壳体内或变矩器液力联接设备内的组件。
控制器146还输出一组控制信号26来驱动推进***中的多个驱动器中的任何一个。通过Ai的离合器控制信号A1代表发出的控制推进***中的i个驱动器中的任何一个的命令。驱动器中的某些驱动器决定推进源和驱动线之间的机械联接。其他的驱动器可以通过高压和/或低压母线来控制电流,以向推进***的组件供电。推进***的额外电驱动的驱动器,如用于改变车轮角度的EPS***的驱动器,可根据从控制器146输出的命令信号226运行。
控制器146还输出一组电机命令228,来操作各个电机。电机可以包括控制逻辑,以接收影响任何电机的扭矩和/或速度的命令。每个命令可包括对单个电机的功率流的控制。更具体地说,这些命令可以控制电压电平、电流电平和PWM参数中的至少一个以进行电机操作。根据一个示例,控制器146提供命令信号EMTRACTION、EMSTARTER和EMACCESORY来控制牵引电机122、起动电机122以及多个下文更详细讨论的潜在辅助电机中的任何一个。
控制器146还调节输送到诸如车辆附件的低压负载的电压。控制器输出控制信号APMCTRL至APM来调节电压电平,电压电平从高压母线和低压母线中的至少一个流向低压负载136。
参见图3,提供了替代示例推进***300。在元件以与前述示例相同的方式运行时,使用了相同的元件符号。推进***300包括废热恢复(WHR)子***。涡轮302设置在发动机102的排气歧管306下游的排气流路304中。从发动机102排出的废气经过涡轮302使涡轮旋转。在从尾管310释放之前,排气管随后通过排气后处理***308。涡轮302联接到压缩机312,使得涡轮的旋转也带动压缩机旋转。进气口314引导新鲜空气经过压缩机312以产生提高压力。然后将加压空气传递到联接到发动机102的进气歧管316中。辅助电机318联接到压缩机312。辅助电机318用于提供扭矩以旋转压缩机312。与涡轮仅仅依靠废气流来旋转所需的时间相比,压力可提高得更快。通过这种方式,电机减少了涡轮增压***的功率积累的滞后。辅助电机318还用于一旦涡轮完全由废气流驱动时从压缩机旋转中产生电源。电源可传递到高压电池132和低压电池134中的至少一个。
在可替代的配置中,辅助电机318可联接至WHR的涡轮302。通过这种方式,可以在废气流建立之前对辅助电机318供电使涡轮302旋转。与前面的例子非常相似的是,电机318有助于提高响应能力,且有助于避免涡轮增压器输出滞后。一旦废气流足以驱动涡轮,辅助电机318可以作为涡轮发电机运行,以从涡轮的旋转中恢复能量。
在图3的示例中,在发动机102下游的推进***的位置驱动FEAD 158。在一个示例中,FEAD 158联接到电动机扭矩接口124。另外,在牵引电机122和电动机扭矩接口124之间设置第三离合器320。当不作为电动机或发电机运行时,第三离合器320也可有效地消除牵引电机的阻力。此外,分离第三离合器320可以帮助防止牵引电机122的不良反旋转。基于第一离合器106和第三离合器320的状态,可选择性地通过从发动机102、牵引电机122,或两者所输出的扭矩来驱动FEAD 158。结果,当发动机102被停用时,更高电力负荷车辆附件,如空调等,可由牵引电机122供电。
参见图4,表400描述了根据本公开的方面的各种操作模式402的示例。推进***控制器发出命令来控制多个***组件中的每一个的组件状态404,以达到推进***的某个特定操作模式。
在模式406中,操作发动机和牵引电机的第一电动机辅助模式以提供推进扭矩。第一离合器、第二离合器和第三离合器都关闭以传递扭矩。操作高压电池放电来向牵引电机供电。APM设置在降压模式下工作,以降低低压辅助负载的电压。当高压电池具有中高SOC值时,运行第一电动机辅助模式406。在一个示例中,当电荷状态大于第一SOC阈值时,执行电机辅助。在某些更具体的示例中,SOC第一阈值设置为50%左右。第一电动机辅助模式406操作两个推进源,使得燃料供应到发动机,并且牵引电机以电机方式运行。
除了发动机处于没有燃料供给的状态,模式408是第二电机辅助模式,类似于第一电机辅助模式406。由于第一离合器、第二离合器和第三离合器都关闭以传递扭矩,发动机仍处于没有燃料供给的状态。模式408还包括“spintrol”特征来提高行驶平顺性。术语“spintrol”可能是指用牵引电机以低速(比如怠速)来保持没有燃料供给的发动机的速度,从而保持动力传动***中的零间隙,避免驱动器加速器踏板输入时发出沉闷声。
模式410表示机会充电模式,其中提供电源给高压电池和低压电池中的至少一个。在电池SOC值下降到小于第二SOC阈值的情况下,供给燃料给发动机用于车辆推进,并且牵引电机作为发电机运行来恢复能量。在一个示例中,第二个SOC阈值设置为40%左右。在更具体的示例中,向高压电池和低压电池提供电荷。应当理解的是,根据高压和低压电池或其他适合能源的材料和设计,可以视情况使用各种SOC阈值。
模式412表示电动机关闭模式,在该模式中高压电池释放出低能量并提供该低能量给低压电池充电。当高压电池具有中高SOC值,并且低压电池具有中等SOC值时,可以实现模式412。牵引电机可以惯性前进,并且涓流充电从高压电池排出并提供给低压电池。
模式414表示电动汽车(EV)模式下推进***的运行。第一离合器打开,使扭矩从发动机分离。能量由高压电池提供给牵引电机以推进车辆。在诸如从零车速加速等某些巡航或低速驾驶的情况下,采用EV驱动模式可能是有利的。在一个示例中,当车辆运行在相对稳定状态的速度时,执行EV模式,该速度分别由电动机和高压电池的速度和功率极限决定。在另一个示例中,当车辆在控制器146命令的某个速度和加速度包络之内运行时,执行EV模式,控制器146决定电动机和高压电池能提供必要的性能。在进一步示例中,EV模式414可用于以将车辆从零速度加速到发动机重新起动之前或之后的加速度和/或速度的功率限制速率。
模式416代表减速燃料切断(DFCO)模式,在该模式下,当车辆减速或变慢时,控制器使发动机的燃料供应被切断。此外,当发动机没有燃料供应时,可执行再生以恢复能量。在燃料切断时,发动机可以在没有燃料供应时保持联接到动力传动***。在一个示例中,控制器经编程以响应于大于第一减速阈值的车辆减速度来使燃料切断,第一减速阈值持续时间比第二预定时段长。牵引电机以发电机模式运行,向低压电池和高压电池中的至少一个提供能量。控制器可根据各个电池的SOC值使能量提供到一个或两个电池。例如,在DFCO模式416中,响应于中低SOC值向电池提供能量。在减速条件下电池SOC值小于第二SOC阈值的情况下,牵引电机作为发电机运行来恢复能量。
模式418表示车辆静止状态,在该状态下,车辆速度基本上为零。如果车辆静止时,低压电池和高压电池中至少一个的SOC值小于第二SOC阈值,则控制器经编程以在发电机模式下操作发动机并操作牵引电机。第一离合器闭合以传递扭矩,且第二离合器与第三离合器打开以从动力传动***分离扭矩。将燃料供给至发动机以输出扭矩,然后相应地旋转牵引电机以产生能量。根据各自的SOC值,按需要将功率传递给一个或两个电池。
模式420代表电动汽车巡航模式,在该模式下发动机是分离的且没有燃料供应。如果高压电池的SOC值是中高(即大于第一SOC阈值),则从电池中输出功率以在电动机模式下运行牵引电机。第一离合器打开以将发动机从动力传动***中分离,且第二离合器和第三离合器闭合以将扭矩从电动机传递到车轮。
模式422代表再生模式,在该模式下发动机分离。当车辆减速时,可以使用来自车轮的扭矩在发电机模式下运行牵引电机。当高压电池的SOC值为低中(即小于第二SOC阈值)时,向电池提供能量。第一离合器打开以将发动机从动力传动***中分离,且第二离合器和第三离合器闭合以将扭矩从车轮传递到电机。能通过高压电池恢复充电。
模式424表示惰力运转模式,在该模式下发动机分离,高压电池储存足够的电荷,从而不需要充电。在一个示例中,当高压电池的SOC值大于第二SOC阈值时,减速时进入惰力运转模式424。允许牵引电机惯性前进。第一离合器和第二离合器都打开以将扭矩从牵引电机的车轮中分离。第二离合器闭合使电动机提供扭矩来满足例如FEAD的推进或操作需求。
模式426表示“冲击起动”模式,在该模式下,在高车速或高动能时可使用离合器辅助发动机重新起动。已经在动力传动***中的转动可用于转动发动机用于重新起动事件。通过关闭动力传动***中的一个或多个离合器来重新起动发动机。在其他起动源不可用且车辆已经滚动的情况下,冲击起动可能是有用的。
模式428表示使用低压电池作为能源的发动机起动模式。如前所述,在高压电池发生故障时,可能存在这种情况。第一离合器打开以将发动机从动力传动***的下游部分分离。功率从低压电池中排出,用于运行起动器电机来使发动机曲柄起动。与高压起动相比,起动器电机的响应时间可能会退化,但当从低压电源供电时起动功能仍然可用。
模式430表示使用高压电池作为能源的发动机起动模式。第一离合器打开以将发动机从动力传动***的下游部分分离。功率从高压电池中排出,用于运行起动器电机来使发动机曲柄起动。这是发动机起动和重新起动的较佳模式,因为起动机机电机向高压功率输入提供更好的响应。高压发动机起动可用于提供快速重新起动,例如遵循EV巡航模式。根据一些示例,控制器经编程以在发动机重新起动和机械接合发动机之前(例如,接合一个或多个断开离合器),使发动机的转速与变速器的输入速度同步。
模式432类似于再生模式422,但在这种情况下,牵引电机是用来产生功率,功率直接分路以驱动高压起动器电机。提供功率来旁通高压电池。
参见图5,图500根据上面讨论的示例模式选择方案描述了示例模式选择概要文件。水平轴502代表车辆行进时的时间。垂直轴504表示电池输出功率曲线508和发动机输出功率曲线510的推进源的功率输出的大小,并且表示速度曲线506的车辆速度。
在T0时刻,车辆从静止加速。车辆最初使用用于推进的EV模式推出。如果存在足够的加速需求,则可以提示控制器起动发动机以补充推进扭矩。在一个可替代的示例中,速度被用作触发发动机起动事件的标准。在更具体的情况下,当车辆速度超过第一速度阈值S1时,推进***触发发动机起动事件。在一些例子中,S1设定为大约每小时4公里。如曲线510所示,在T1和T2之间,发动机起动,并维持与扭矩输入相关的负发动机扭矩的一短时段,以使发动机曲柄起动。
从时间T2到T3,发动机在发动机辅助模式下运行,以补充推进***的总扭矩输出。一旦发动机输出功率接近满载,随着车辆继续加速,电动机扭矩输出可能会减少。
在T3和T4之间的时间内,车辆可以在行驶循环和加速停止时达到最大速度。在没有加速的时间内,推进***可以进入机会充电模式,以利用***中的可用能量。如曲线510所示,降低发动机输出。如曲线508进一步所示,能量(如图中的负输出能量)返回给牵引电机。
T4和T5之间的时间内,推进***可以响应进一步车辆减速进入DFCO模式。响应于燃料切断进一步降低发动机的输出。曲线510反映了与发动机阻力有关的负能量,发动机阻力用于将车辆进一步减速。
在T5和T6之间的时间内,推进***可响应于增大的减速需求而进入EV再生模式,所述需求大于预定减速需求阈值。如前所述,EV生成模式允许牵引电机在发电机模式下运行,从而使高压电池充电。曲线508反映了返回电池的能量。所提供的示例中,功率以大约5千瓦的峰值速率传递给电池。
在T6和T7之间的时间内,在延长时段内以大约稳态的速度驱动车辆。推进***响应于相对一致的速度进入EV巡航模式。发动机被禁以节省燃料,在电动机模式下运行时从牵引电机输出功率。在所提供的示例中,电机输出约10千瓦,与约为每小时40±2.5公里的车辆速度相对应。配置起动器电机由高压电池供电,可以在EV巡航模式和EV再生模式结束时快速重新起动发动机。虽然没有在图500中描述,但是在EV模式下运行的高加速需求可能导致发动机重新起动事件。
T7和T8之间的时间内,使车辆从巡航速度到静止。推进***进入第二再生模式,以从减速中恢复能量。发动机仍处于关闭状态,牵引电机作为发电机运行。从图中可以看出,在T5和T6之间的时间内,与上述之前EV再生相比,保持大约5千瓦的充电率更长的时段。因此,在延长减速期间内恢复更多的总能量。
正如交替曲线506’所反映的那样,突然加速可能是由于驾驶员在驾驶循环中的“改变主意”而引起的,它是由突然轻踩加速器踏板而实现的。刹车事件可能会或可能不会发生在这种情况之前。在上述驱动模式的任何阶段都可能发生心理情况的改变。在这种情况下,牵引电机根据每个驱动器的请求提供瞬时扭矩。如果从动力传动系断开,发动机重新起动且与动力传动***接合以提供额外的扭矩。电动机和发动机之间共同的扭矩取决于驾驶员踏板的要求。
参见图6,车辆10配备了替代配置推进***600。在替代配置中,辅助电机606用于操作某些车辆附件。辅助电机可以在电动机模式或发电机模式下运行。在示例推进***600中,空调单元602和水泵604中的每一个可选择地由辅助电机606驱动。可运行辅助电机606以响应于诸如电池故障之类的故障条件提供容错功能,并来驱动附件。辅助电机606可以由低压电池134或高压电池132供电。空调单元602包括A/C扭矩接口608。皮带164将A/C扭矩接口608联接到发动机输出扭矩接口162。在正常运行条件下,发动机102驱动附件。在这种情况下,辅助电机606可以作为发电机运行,以从发动机102的旋转输出中恢复能量。在这种情况下,辅助电机606可以替换交流发电机的功能,并将能量传递给低压电池134以维持全部充电。推进***交流发电机可由辅助电机606替代。
A/C扭矩接口608还联接到水泵扭矩接口614。一个或多个离合器可以设置在空调单元602和水泵604之间,以便能够独立地操作每个附件。第一附件离合器610设置在空调单元602和辅助电机606之间。第二附件离合器612设置在辅助电机606和水泵604之间。响应于与一个所述电池相关的故障时,可以由非故障电池驱动辅助电机以降级模式操作附件。
在推进***600的变式配置中,至少有一个附件可以完全电动驱动而不与发动机输出机械联接。在一个示例中,电动水泵可以由高压电池132直接供电。
参见图7,车辆10配置有进一步可替代配置推进***700。牵引电机122可以用于直接驱动辅助单元702。在一个示例中,辅助单元702是加热、通风和空调(HVAC)单元。辅助扭矩接口704联接到电动机扭矩接口124。轴706在辅助单元702和牵引电机122之间传递扭矩。离合器708设置在辅助单元702和牵引电机122之间以选择性地分离扭矩连接。辅助扭矩接口704也联接到发动机输出扭矩接口162。在一个示例中,皮带164将扭矩接口704连接到发动机输出扭矩接口162。所述配置允许由发动机102或牵引电机122选择性地驱动辅助单元702。事实上,当有足够的SOC时,HVAC单元702可由高压电池132供电以满足轻负载的条件。在一个示例中,“轻负载”可以指小于约2千瓦的整体电力负荷。实际上,图7的配置允许推进***保持在EV模式下,尽管电力需求有轻微的变化,但发动机102被停用。这样的电力需求还可能导致发动机不必要地重新起动以提供电力辅助。
本文所描述的带电混合动力汽车配置允许某些低速EV模式特殊操作情况。由于牵引电机可直接连接到带有分离的发动机的动力传动***,可以消除转动发动机产生的阻力。在一个示例中,使用EV驱动模式,以低速度启用自主自泊车模式。控制器可以通过无线网络进行通信以接收实时映射或其它引导来泊车。在一些示例中,车辆接收来自外部本地基础设施设备的信息,指示可用停车位。此外,车辆上的光学摄像机或其他传感器可以感知周围区域以使车辆转向。至少在接近信号是由指示附近车辆的物体的传感器产生的。在这种情况下,当车辆自动停放时,发动机可以处于禁用状态。
起动器电机是自主泊车模式期间的故障特征。如果在自泊车期间高压电源的SOC变成小于预定的SOC阈值,则向起动器电机供电以重新起动发动机,以确保存在足够的推进源,从而完成自泊车操作。例如,大型停车场或停车结构的自动泊车事件可能会导致电池SOC下降,这样发动机就可能需要提供动力来完成机动。
在特定的应用程序中,位于停车场的智能摄像机将关于可用停车位的信息传送给车辆。用户可以通过车辆中的用户界面显示器直观地查看可用停车位,然后选择可用的停车位作为目标停车位。在一个示例中,车辆以代客模式运行,使得用户可以驾驶到所需位置的门阶区域,然后从可用停车位组中选择附近的目标停车位。然后用户可以从车上下来,并提示车辆在低速EV模式运行时,在用户选择的目标停车位上自动自泊车。然后,该车辆使用从本地基础设施设备无线接收的信息、GPS定位数据和车辆传感器检测到的数据,用牵引电机将车辆自主推向目标停车位,使其在车位中自泊车。
在进一步的示例中,在低速EV自泊车模式下运行的车辆,可用于通过停车场或结构导航自身,并寻找适合存放车辆的空停车位。车辆上的视觉传感器可以输出指示车辆附近区域中物体检测的信号。与当地基础设施的车辆通信可以提供有关可用停车位和穿越停车区的其他车辆的信息,以便于自泊车。在这种情况下,车辆可以自泊车,而不需要用户选择目标停车位。
本文公开的过程、方法或算法可以交付到处理设备、控制器或计算机或由其实现,该处理装置、控制器或计算机可以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。同样,这些流程、方法或算法可存储为多种形式的由控制器或计算机执行的数据和可执行指令,包括但不限于诸如ROM设备等非可写存储媒介永久存储的数据以及诸如软盘、磁带、CD、RAM设备和其他磁性和光媒介等可写存储媒介可变更存储的信息。这些过程、方法或算法也可以在软件可执行对象中实现。可替代地,这些流程、方法或算法可以通过合适的硬件组件,如特定应用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机、控制器或其他硬件组件或设备,或硬件、软件和固件组件的结合来全部或部分体现。
虽然上面描述了示例性实施例,但本实施例不旨在描述由权利要求所涵盖的所有可能形式。本说明书中所用的词语是描述性的,而不是局限性的,并且可以理解的是,可以在不背离本公开的精神和范围的情况下作出各种改变。如前所述,可以将各种实施例的特征结合起来以形成本发明的进一步实施例,而这些实施例可能不被明确地描述或说明。在各种实施例可能被描述为关于一个或多个所属特征而提供优势或优于其它实施例或现有技术的实施方式的同时,本领域普通技术人员认识到一个或多个特征或特点可以妥协以达到所需的整体***的属性,这取决于具体的应用和实施方式。这些属性可以包括,但不限于成本、强度、耐久性、寿命周期成本、适销性、外观、包装、尺寸、适用性、重量、可制造性、装配方便性等。因此,相对于一个或多个特征而描述为相比其他实施例或现有技术实施方式而言不太理想的实施例不在公开范围之外,并且对于特定应用是可取的。
Claims (8)
1.一种混合动力车辆推进***,其包括:
发动机和第一电机,每个都配置成有选择地提供扭矩以推动所述车辆;
第二电机,其联接到所述发动机以提供扭矩来使所述发动机从非活动状态起动;
高压电源,其配置成通过高压母线为所述第一电机和所述第二电机供电;
低压电源,其配置成选择性通过低压母线为所述第一电机和所述第二电机供电;以及
控制器,其被编程用以
选择性地操作发动机和第一电机中的至少一者,以提供推进扭矩,第一电机配置成从高压电源接收功率;
响应于车辆以小于功率阙值的功耗相应的速度运行预定的时间量时停用发动机;以及
响应于大于扭矩需求阈值的扭矩需求,利用由高压电源供电的第二电机输出的扭矩重新起动发动机;
其中所述第二电机是永磁无刷电动机,所述永磁无刷电动机包括至少一个集成电路,所述集成电路用控制逻辑编程来执行电子换向,电子换向由包括在电机外壳内的多个固态开关实现,所述固态开关是独立的和有选择地连接到高压电源;换向顺序的多个阶段是通过在序列中激活固态开关从而在永磁无刷电动机内创建旋转磁场来实现的;基于固态开关的选择和驱动速率,精确控制永磁无刷电动机的速度和输出扭矩;第二电机还包括转子位置传感器来检测电动机位置和速度;这种位置反馈用于输入控制逻辑以影响固态开关的驱动;所述集成电路与转子位置传感器一起实现固态开关的电子换向,将高压电源的直流电转换为交流电从而驱动永磁无刷电动机。
2.如权利要求1所述的混合动力车辆推进***,其中所述控制器经进一步编程以基于车辆速度、扭矩需求、高压电源的SOC以及低压电源的SOC中的至少一个来选择多个驱动模式中的一个。
3.如权利要求1所述的混合动力车辆推进***,进一步包括直流-直流变换器以在高压母线和低压母线之间进行功率流交换,其中所述直流-直流变换器包括故障模式来响应于与所述高压电源有关的故障而使用低压电源给所述第二电机供电。
4.如权利要求1所述的混合动力车辆推进***,进一步包括至少一个由第三电机驱动的车辆附件,其中所述第三电机选择性地由所述高压电源和低压电源中的一个供电。
5.如权利要求1所述的混合动力车辆推进***,其中所述控制器经进一步编程以在所述发动机处于非活动状态时使用从所述高压电源输出的功率运行车辆HVAC***。
6.如权利要求1所述的混合动力车辆推进***,其中所述控制器经进一步编程以基于指示至少一个可用停车位并在无线网络上传输的信息来操作所述第一电机将所述车辆自动推向用户选择的停车位。
7.如权利要求1所述的混合动力车辆推进***,其中所述控制器经进一步编程以基于所述控制器的存储器中存储的模型为所述第一电机和所述第二电机中的至少一个产生健康预知信号状态。
8.如权利要求1所述的混合动力车辆推进***,其中所述控制器经进一步编程以响应于与所述第一电机有关的故障条件而操作所述第二电机以向所述电动机提供补充扭矩。
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