CN109895762A - 具有利用可重置发动机速度简档的发动机启动功能的动力传动系 - Google Patents

具有利用可重置发动机速度简档的发动机启动功能的动力传动系 Download PDF

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Publication number
CN109895762A
CN109895762A CN201811448479.XA CN201811448479A CN109895762A CN 109895762 A CN109895762 A CN 109895762A CN 201811448479 A CN201811448479 A CN 201811448479A CN 109895762 A CN109895762 A CN 109895762A
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engine
torque
motor
speed
crankshaft
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CN109895762B (zh
Inventor
A·L·克里斯特曼
M·D·波茨
P·S·隆巴尔多
A·伯特
J·R·奥德里奇
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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Abstract

一种混合动力电动动力传动系包括电机，该电机在具有初始曲柄转动阶段和过渡阶段的发动机启动事件中向发动机传递扭矩。响应于针对发动机启动事件的请求，控制器命令向曲轴传递马达扭矩。在初始曲柄转动阶段中，控制器经由预定固定简档按照闭环方式调控曲轴从零速度加速直到目标曲柄转动速度。在过渡阶段中，曲轴利用前馈扭矩值从目标曲柄转动速度加速到目标空转速度，该前馈扭矩值利用校准表从预订发动机拖曳扭矩调和到报告发动机扭矩。在过渡阶段中，控制器周期性地调节曲轴的速度轨迹，同时调节的幅度和频率基于发动机的燃烧以及对前馈扭矩的校准。

Description

具有利用可重置发动机速度简档的发动机启动功能的动力传 动系
引言
混合动力电动动力传动系通常包括内燃机以及一个或多个采用电牵引马达和/或电发电机单元形式的电机。发动机和马达控制处理器利用用来协调来自以上所述扭矩来源的扭矩贡献的控制模块来分别调控发动机和电机的操作。混合动力电动动力传动系还可以配置为使用来自电机的扭矩来曲柄转动并启动发动机。尽管为此目的一些动力传动系配置采用辅助启动器马达，但是其他动力传动系配置，例如那些使用皮带式交流发电机-启动器(BAS)***的动力传动系配置，依赖高压电机所产生的扭矩。在最小化噪声、振动以及声振粗糙度方面，在极端寒冷天气发动机启动事件期间最小化电池吞吐量可能是有利的，特别是当动力传动系使用的电池组功率容量降低时。
发明内容
本文中阐述的方法旨在改善混合动力电动动力传动系内某些发动机启动事件的现有质量，特别是那些在极端寒冷温度下和/或当电池吞吐量由于功率限制或其他因素在其他方面受到约束时发生的发动机启动事件。本文中所使用的术语“混合动力传动系”是指具有内燃机和一个或多个电机的动力传动系。本发明方法有助于发动机速度从完成初始曲柄转动阶段(即，紧接在接收到点火/发动机启动请求之后的时间段，其间发动机曲轴从零速度加速到足够对发动机点火的约200至300转每分钟(RPM)的低阈值转速)过渡到通过后续过渡阶段，在过渡阶段中曲轴被加速到更高的目标空转速度，例如1000至1600RPM。由于所公开的方法，在以上所提到的过渡阶段期间或之后可以防止发动机爆发。
本发明方法通过支持利用校准表对发动机速度轨迹进行周期调节的过渡阶段，有意放弃使用相对于固定简档对发动机速度或加速度的闭环控制，该校准表最终用于计算在控制发动机过程中使用的前馈扭矩。该前馈扭矩按照可校准成最小化电池吞吐量，改善噪声、振动和声振粗糙度(NVH)，以及防止发动机速度过冲超过本文所述的目标空转速度的方式调控发动机速度的上升速率。所需要的电机的马达扭矩由此在过渡阶段期间被确定为前馈扭矩的函数，如按照所公开方式进行计算的。由此极大地避免了在低温下和/或在低功率容量条件下与基于简档的闭环控制过程相关联的NVH问题。换言之，控制器按照仔细将非点火发动机扭矩(即，代表发动机摩擦和泵送损失)调和成实际/报告发动机扭矩的方式来操纵发动机启动控制的过渡阶段期间的前馈扭矩。
作为本发明方法的一部分，一个或多个控制模块，下文中被统称为控制器是为了简化说明而并非将控制器限制于单个装置，在过渡阶段期间周期性地调节或重置发动机速度轨迹，同时周期性重置的频率大体上基于最终和发动机燃烧的强度有关的因素。就是说，当发动机被初始曲柄转动时，在冷发动机中在内燃机的各个汽缸内发生的燃烧趋向于相对较弱，随着发动机速度增大且发动机预热，燃料增强且效率提高。
尽管并未限制于在低温下使用，所公开的方法在控制极端寒冷天气下的发动机启动事件中可能是相对特别有益的，例如，在明显低于0℃的环境温度下。在此类条件下进行的发动机启动事件最初可见不均匀和不充分的燃烧，特别是当电池组和发动机已经关闭一段较长时间时。在由于弱燃烧而引起的给定汽缸中不发火的情况下，闭环控制可以仍然用于确保发动机速度在发动机启动事件期间不会降低。
在本文所公开的非限制性示例性实施例中，车辆或其他***的混合动力电动动力传动系具有发动机、电机以及控制器。发动机包括配置为以发动机速度旋转的曲轴。在请求的发动机启动事件期间电机选择性地将马达扭矩传递给曲轴，该发动机启动事件具有以上大体上指出的初始曲柄转动和过渡阶段。控制器配置为响应于发动机启动请求命令向曲轴传递马达扭矩。在初始曲柄转动阶段，控制器按照根据预定固定简档的闭环方式调控曲轴的加速从零速度直到目标曲柄转动速度。在检测到发动机的点火时开始的过渡阶段中，曲轴响应于前馈扭矩从目标曲柄转动速度加速直到目标空转速度。前馈扭矩通过利用校准表在过渡阶段的持续时间上从预订发动机拖曳扭矩调和到报告发动机扭矩(实际扭矩)。
控制器可以任选地编程为评价入口条件，并且当未满足此类入口条件时自动地缺省为另一固定发动机速度简档。此类特征使得能够在可能在噪音、振动和声振粗糙度方面有利的条件下选择性使用本方法。示例性入口条件可以包括发动机和电池组的温度低于对应阈值温度，和/或对于校准的持续时间环境温度低于阈值环境温度。
控制器可以在检测到成功的发动机点火时将发动机加速简档重置成零，该发动机加速简档为以上提到的固定发动机简档，从而在过渡阶段期间有效地实现对基于前馈扭矩的控制的开始。
在该持续时间整个期间，控制器可以通过将描述在没有燃烧情况下转动发动机所需的扭矩的发动机的预定非点火扭矩/拖曳扭矩添加到来自校准表的增益值(例如，范围在0和1之间且包含0和1的值)和来自扭矩模型的实际/报告发动扭矩与非点火扭矩/拖曳扭矩之间的差值或“扭矩变化量”的乘积来计算前馈扭矩。换言之，增益值和扭矩变化量的乘积被加入拖曳扭矩以确定最终前馈扭矩。在该特定实施例中使用的可变增益值表示报告发动机速度与目标空转速度之间的差值或“速度变化量”，使得控制的过渡阶段期间的速度轨迹通过控制器得到周期性地重置。由此，随着燃烧增强且曲轴速度接近目标空转速度，降低周期性调节或重置的频率。
以上提到的可变增益可以使落入校准范围内的数值，例如0至1，0对应于在目标曲柄转动速速上或以下的发动机速度，而1对应于等于目标空转速度的发动机速度。在此类示例中，例如当发动机速度是目标空转速度的一半时，0.5的可变增益可以通过校准表指示，诸如此类。也可以使用其他校准表或其范围，例如功率限制、充电状态和/或电池组的其他参数，并且因此0和1之间的线性斜升仅为一种可能的方法。
电机可以是混合动力电动车辆的皮带式交流发电机启动器***的一部分。来自电机的马达扭矩也可以传递给传送装置以便推进混合动力电动车辆。
还公开了一种用于启动混合动力电动动力传动系中的发动机的方法，该混合动力电动动力传动系包括发动机、电机以及以上所提到的控制器。响应于接收到针对发动机启动事件的请求，该方法包括通过控制器命令从电机向曲轴传递马达扭矩。在初始曲柄转动阶段，方法包括照根据预定固定简档的闭环方式调控曲轴的加速从零速度直到目标曲柄转动速度。在过渡阶段中，曲轴利用前馈扭矩从目标曲柄转动速度加速直到目标空转速度。前馈扭矩通过利用校准表在过渡阶段的持续时间上从预订发动机拖曳扭矩调和到报告发动机扭矩。
详细描述和附图或图是对本公开的支持和描述，而本公开的范围仅由权利要求书限定。尽管已经详细描述了用于实现所要求保护的公开内容的一些最佳模式和其他实施例，任然存在用于实践所附权利要求书中所限定的公开内容的各种替代设计和实施例。此外，附图中所示的实施例或者本说明书中所提到的各种实施例的特征并不一定被理解为相互独立的实施例。而是，有可能在一实施例的示例中的一个中所述的每一个特征可以与来自其他实施例的其他期望特征中的一个或多个进行组合，从而得到未以文字或者为通过参考附图进行描述的其他实施例。相应地，此类其他实施例也落入所附权利要求书的范围的框架内。
附图说明
图1是示例性车辆中的混合动力电动动力传动系的示意图，该动力传动系具有内燃机、电机以及配置为利用本文中阐述的方法控制发动机启动事件的控制器。
图2是针对强点火和弱点火发动机启动事件的示例性对比发动机速度轨迹的时间曲线图，在水平轴上描绘了时间且在竖直轴上描绘了发动机速度。
图3是描述用于控制图1中所示的示例性混合动力电动动力传动系中的发动机的启动事件的方法的流程图。
图4是用于由图1的控制器在执行图3中所示方法的过程中使用的可能前馈扭矩计算逻辑的示意性描述。
具体实施方式
参考附图，其中在整个若干视图中相同的附图标记指示相同或对应的部件，在图1中示意性地示出了示例性机动车辆10。机动车辆10包括混合动力电动动力传动系12，混合动力电动动力传动系12具有内燃机(E)14，内燃机(E)14选择性地联接至电机(MA)16，例如多相牵引马达，如图所示。机动车辆10还具有控制器(C)50，其被编程为生成基于燃烧的可重置发动机速度简档并且使用此类生成的简档来在发动机14的曲柄转动和启动事件期间调控发动机速度(箭头NE)，在曲柄转动和启动事件中发动机14利用来自电机16的扭矩加速。尽管图1的机动车辆10是一种利用混合动力电动动力传动系12的普通类型的机电***，并且下文中为了说明一致性而据此进行描述，但是利用混合动力电动动力传动系12的其他示例性***可以包括固定发电厂、火车、船舶、机器人以及移动平台。因此本教导一般并不限于车辆应用或者特别限于机动车辆应用。
可以无限制地燃烧汽油、柴油、生物燃料、乙醇或其他燃料的发动机14包括曲轴17，该曲轴17选择性地联接至电机16的马达输出轴19，例如通过扭矩传递装置15，例如离合器、齿轮连接装置、或者带轮和皮带/链条***，后者在本领域被称为皮带式交流发电机启动器(BAS)***。电机16还可以联接至传动装置(T)22的输入构件21，例如利用内部离合器或马达齿轮组(未示出)从而实现发动机14余传动装置22之间的连接，使得在不同实施例中到传送装置22的输入扭矩(箭头TI)可以包括来自发动机14的发动机扭矩和/或来自电机16的马达扭矩。替代地，电机16可以仅用于启动发动机14，在这种情况下输入扭矩(箭头TI)实际上仅为发动机扭矩。不管输入扭矩(箭头TI)的来源或多个来源如何，传动装置22最终将输出扭矩(箭头TO)传递给传动装置22的输出构件24，以及从输出构件24到一组驱动轮28以便推进车辆10。
针对于电机16，多于一个的此类电机16可以用作示例性混合动力电动动力传动系12的一部分。为了简化说明，显示了单个电机16，在多相实施例中其包括相位引线31，例如在典型3相交流(AC)配置中三个相位引线，它们电连接至功率逆变器模块(PIM)32。如本领域中已知的，例如PIM 32的功率逆变器可以用于利用电连接至电机16的多电芯高压电池组(BHV)30所提供的DC电压来转换来自DC电压母线的直流(DC)电压(VDC)。如本文所使用的“高压”是指超过典型12至15VDC辅助电压水平的电压水平。当电机16作为配置为推进车辆10的牵引马达时，电压水平可以相对较高，例如60至360VDC或更高，此类电压水平可以在没有限制的情况下利用锂离子、镍氢或其他合适的电池化学反应来实现。当电池组30仅用于曲柄转动和启动发动机14时，所需要的电压水平可以相当地低，例如在一些轻度混合动力实施例中为30至60VDC。
电池组30电连接至辅助功率模块(APM)34。APM 34在本领域中也被称为DC-DC电压转换器，例如，升压转换器或升降压转换器，并且由此APM 34可操作用于将DC电压母线上的电压水平(VDC)降低到辅助电压母线上的辅助电压水平(VAUX)。辅助电池(BAUX)36可以电连接至辅助电压母线(VAUX)并用于储存或补充输送给辅助电压母线(VAUX)上的辅助装置或***的电力。
图1的混合动力电动动力传动系12包括控制器50，该控制器50配置为(即，在软件中编程和在硬件中配备)执行本文中所述的方法100。尽管为了简化说明被描述为一体式控制设备，控制器50可以物理地体现为一个或多个计算机装置，其各自具有处理器(P)和存储器(M)，存储器中的一些为设置在印刷电路板上的或者以其他方式可用于处理器(P)的计算机可读有形非暂时性存储器。体现方法100的指令可以编程到存储器(M)内并且根据需要通过处理器(P)执行以对发动机14的曲柄转动和启动提供控制功能。作为示例，存储器(M)可以包括足够的只读存储器、光学存储器、闪存或者其他固态存储器，等等。还可以包括暂时性存储器，例如随机存取存储器和电可擦除可编程只读存储器，连同其他所需的电路(未示出)，包括但不限于，高速时钟、用于检测例如发动机14和电机16的已连接装置的电流/电流/温度/速度/位置的感测电路、模拟-数字电路、数字-模拟电路、数字信号处理器、以及输入/输出装置和其他信号调节和/或缓冲电路。
控制器50还被配置为接收输入信号(箭头CCI)，包括由控制器50自动生成的或者由车辆20的操作员手动生成(例如，钥匙启动或按钮启动)的发动机启动请求。控制器50进一步配置为生成控制信号(箭头CCO)，其最终促使混合动力电动动力传动系12的工作状态的变化，例如在方法100的背景下通过控制发动机14的曲柄转动和启动事件。例如，在图1中所示的车辆10中，控制器50可以体现为发动机控制模块或ECM、马达控制处理器以及混合动力控制模块。
如本领域已知的，ECM通常建模、测量、计算或以其他方式确定和报告特定发动机相关值，例如发动机速度、扭矩以及温度。类似地，马达控制处理器管理给定发电机或马达的操作，在该实例中为电机16，并且报告例如电流、电压以及温度的值，所有这些值可以与马达速度相关联并在对电机16的整体控制中使用。混合动力控制模块可以根据动力传动系12总体需要的扭矩协调各个扭矩来源(此处为发动机14和电机16)的贡献以针对给定工作模式产生最优扭矩分配。各个控制模块的报告信息由此可以用于控制器50执行本发明方法。
图2示出了描绘不同发动机速度轨迹42S和42W的轨迹迹线40，发动机速度轨迹42S和42W分别对应于图1的发动机14的相对强和相对弱点火序列所产生的速度。本文中所使用的术语“强”和“弱”是相对而言的。也就是说，相对于较弱点火序列，强点火或汽缸燃烧指示了发动机14的汽缸内更有效的燃烧过程，以及由此曲轴17更快的加速。如以上所提到的，例如发动机14和/或电池组30的低温以及电池组30的较低功率容量或功率限制和对电机16的此类限制的影响，可能影响发动机速度的上升速率。由此，比轨迹42S更弱的示例性发动机速度轨迹42W，在比点火轨迹42S稍晚的时间点处达到目标空转速度(NE，TGT)，同时可能察觉到噪声、振动以及声振粗糙度的增加。
图2中所示的两个发动机速度轨迹42S和42W的阶梯状外观说明了随着曲轴17加速和发动机速度增加由图1的控制器50做出的周期性调整或重置的对比结果，该曲轴加速和发动机速度增加一经初始曲柄转动阶段结束时的发动机点火开始，其由图2中的点A指示，直到过渡阶段的结束(区域B)，此时发动机14达到目标空转速度(NE，TGT)的允许变化量内。当发动机14和电池组30更暖且电池组30中存在足够的功率容量时，更可能出现较强的曲柄转动和启动轨迹，例如发动机速度轨迹42S。然而，冷启动趋向于产生类似于示例性发动机速度轨迹42W的轨迹。因此，方法100可以选择性地在寒冷天气条件下使用，同时一旦发动机14已经启动，控制器50任选地恢复闭环控制到固定扭矩或速度简档。
现在将参考图3中所示的流程图描述方法100的示例性实施例。以步骤102开始，图1的控制器50可以任选地确定是否满足一组一个或多个入口条件。如以上所提到的，方法100在极低温度条件下可能是特别有用的，此时发动机14已经关闭且未供燃料一段较长时间，同时时间的流逝使发动机14从先前使用冷却到接近环境温度。因此，合适的入口条件可以包括阈值环境低温(例如，-10℃)外加在此温度下的预定“发动机关闭”持续时间、电池组30的功率限制或功率容量，和/或低于阈值低温的发动机14和/或电池组30的温度。当未满足此类入口条件时，方法100前进到步骤103，或者当满足入口条件时替代地前进到步骤104。
步骤103可以包括执行缺省发动机启动操作。足够暖或者电池组30中具有足够功率储备以维持曲柄转动和启动过程的发动机14和电池组30所进行的典型发动机启动操作包括命令发动机14遵照在闭环控制过程中控制的固定发动机速度、扭矩和/或加速简档，例如，利用比例-积分或比例积分-微分控制逻辑。此类控制可以由存储在控制器50的存储器(M)中的发动机扭矩和/或速度模型来通知。当发动机14已经启动且燃烧过程自维持时方法100完成。
步骤104包括在控制器50的逻辑中设置或选择初始目标曲柄速度。简略参考图2，此类目标对应于点A。实施步骤104的一种可能方式包括从控制器50的存储器(M)中提取校准的目标曲柄转动速度，例如从查找表中。该目标可以使固定值，或者该目标可以基于类似于在步骤102中使用的那些值的值而波动，例如温度和功率限制。方法100随后前进到步骤106。
在步骤106处，控制器50计算以上提到的前馈扭矩以用于在过渡阶段的剩余部分期间控制发动机14。如以上所提到的，发动机启动事件被划分成两个不同的阶段：(i)初始曲柄转动阶段，和(ii)过渡阶段。在初始曲柄转动阶段期间，发动机14的转速按照闭环方式从零加速到步骤104中的足够对发动机14点火的校准的目标曲柄转动速度。在该特定阶段中，控制器50可以将所需要的来自电机16的扭矩确定为以下的函数：报告发动机扭矩、发动机14的已知/校准拖曳扭矩、发动机14的固定速度或加速简档(即，所需要的发动机速度的变化率(NE))，以及传动装置22的计算旋转损失。通过知晓发动机14当前产生多少扭矩以及发动机14和传动装置22提供多少旋转阻力，控制器50能够确定所需要的来自电机16的曲柄转动扭矩的量。
在检测到发动机14的成功点火时，例如通过监测到发动机速度的增加，发动机启动事件的过渡阶段从控制器50将马达扭矩确定为前馈扭矩和先前提到的传送装置损失的函数开始。前馈扭矩是由控制器50用作假定发动机扭矩的报告扭矩值。作为示例说明，马达扭矩必须足够高以克服前馈扭矩。换言之，在初始曲柄转动阶段结束时，控制器50可以将在初始曲柄转动阶段中使用的发动机加速简档设置成零以在过渡阶段中暂时地禁用对固定简档的控制。
步骤106可以通过控制器50利用图4中所示的示例性逻辑来实施。控制器50在步骤106中按照以下方式操纵前馈扭矩(箭头TFF)，即随着发动机14自身提升(即随着作为加强燃烧脉冲结果的发动机速度(NE)自然升高)逐渐将发动机拖曳扭矩(TED)(即，非点火发动机扭矩)与实际/报告发动机扭矩调和。这有效地促使发动机14逐渐克服其自身拖曳扭矩(TED)，并且防止在简单假定发动机14立即点火情况下可能限制发动机速度(NE)升高的激进马达扭矩斜升。
作为本发明方法的一部分，由控制器50(ECM)模拟和报告的发动机扭矩(在图4中简称为TEM)，变为针对图1的电机16的开环控制命令的一部分。控制器50在逻辑框251处获得报告发动机扭矩(TEM)和发动机拖曳扭矩(TED)的最小值(MIN)，该报告发动机扭矩(TEM)为发送机14正在实际产生的扭矩的瞬时表示，而发动机拖曳扭矩为发动机14的经校准的摩擦和泵送损失，即用来旋转发动机14所需要的稳态“非点火”扭矩。在过渡阶段期间的MIN值为发动机拖曳扭矩，其添加回两个值之间的差值的一部分，即简写为Δ(TEM，TED)的扭矩变化量。同样在框253处计算的是报告发动机速度(NE)与目标空转速度(NE，TGT)之间的差值，后一个值在图2中示出。
校准框252随后从记录在控制器50的存储器(M)中的校准表中选择可变增益值(K)，例如基于在框253处所确定的差值的范围从0至1的值。可变增益值表示报告发动机速度与目标空转速度(NE，TGT)之间的差值或速度变化量。在该实施例中，0可以对应于最宽的可能差值，即NE≤＝曲柄转动速度，而1可以对应于其中发动机速度(NE)等于目标空转速度(NE，TGT)的情况。由此，随着发动机速度(NE)升高且接近目标空转速度(NE，TGT)，控制器50有效地添加回更多此种差值，使得在乘法器框254处，发动机扭矩(TEM)和发动机拖曳扭矩(TED)的差值(即，Δ(TEM，TED)与范围从0至1的增益值相乘。在校准表中可以使用其他方法，例如基于功率限制、充电状态和/或图1中所示的HV电池组的其他参数来设置校准表。
可以按照多种方式来校准框252以优化性能。例如，技术人员可以决定最小化电动辅助和电池吞吐量(电流)，或者技术人员可以通过将框252中的值设置成更接近零来迅速地过渡通过共振。技术人员还可以通过随着发动机速度接近目标空转速度(NE，TGT)将框252斜升直达1来防止发动机爆发超过目标空转速度(NE，TGT)。方法100的该部分允许自然燃烧过程来逐渐将发动机14的速度从数百RPM的低初始曲柄转动速度提升到更高的目标空转速度(NE，TGT)，从而在不求助于预定固定速度简档的情况下展开过渡阶段。换言之，曲轴17加速的速率以及所引起的发动机速度上升在过渡阶段中通过发动机14的燃烧强度来确定。控制器50随后将框251和254的输出相加以产生前馈扭矩(箭头TFF)。
再次参考图3，控制器50在步骤108处确定发动机14是否已经成功点火，例如如通过正在升高的发动机速度或其他适当因子所指示的。当未检测到发动机点火时方法100前进到步骤110，而当检测到发动机点火时替代地前进到步骤S116。
在步骤110处，控制器50接下来将施加发动机速度(NE)与目标曲柄转动速度(NE，TGT)(即，图2的点A)进行比较并确定这两个值是否相同。如果相同，则方法100前进到步骤S112。当发动机速度(NE)并不等于目标曲柄转动速度时替代地执行步骤S111。
步骤111可以包括继续根据目标曲柄转动速度配置发动机速度(NE)，即，通过根据校准的固定发动机速度简档命令对发动机14的闭环速度控制。方法100随后重复步骤106。
即使已经达到目标曲柄转动速度，当控制器50确定发动机14并未点火时达到步骤112，该步骤包括确定是否在控制器50的逻辑中正确启用了对发动机14的燃料供应。当已经启用燃料供应时方法100重复步骤106，或者当还未启用燃料供应时替代地前进到步骤S114。
在步骤114处，控制器50启用燃料供应并重复步骤106。
在步骤116处，控制器50确定发动机速度(NE)是否在目标结束速度附近在校准的裕度范围内，即发动机14的速度少量地高于目标空转速度(NE，TGT)。如果高于，则控制器50缺省为将发动机速度(NE)配置成目标结束速度以为发动机启动事件提供期望的斜升速率，并且之后前进到步骤S124。当仍然还未达到目标结束速度时替代地执行步骤S118。
步骤S118包括在检测到发动机点火的情况时将发动机加速简档设置成零。有效地，在以上所提到的初始曲柄转动阶段之后，步骤118将期望发动机加速简档锁存成0RPM/s。方法100随后前进到步骤120。
步骤120包括确定发动机速度(NE)是否超过简档速度加上变化量速度，后者为可以从控制器50的存储器(M)中获得的校准值。由此，为了调整控制器50在执行方法100过程中的性能，可以修改步骤S120中的变化量速度的值。当发动机速度(NE)超过简档速度加上变化量速度时方法100前进到步骤122。否则，方法100返回到步骤106。
步骤122有效地涉及：每次检测发动机速度脉冲时，在发动机启动事件的过渡阶段期间控制器50重置发动机速度简档，此脉冲为在步骤120处所检测到的值。因此，步骤112包括重置简档以匹配当前发动机速度，并且随后返回到步骤106。
当发动机速度(NE)接近如图2中所示的目标空转速度(NE，TGT)时到步骤124，在步骤124处，控制器50确定是否已经达到目标空转速度(NE，TGT)。如果没有，则方法100前进到步骤126。否则方法100完成，同时完成状态由图3中的**指示。
以上所述的方法100允许图1的控制器50(可能被体现为单独的ECM和混合控制模块和/或多个其他控制装置)在发动机启动事件的过渡阶段期间重置发动机14的速度轨迹，同时随着发动机燃烧增强控制器50重置简档以匹配实际发动机速度。同时在发动机启动事件的初始曲柄转动和过渡阶段两者过程中使用固定速度或扭矩简档以及对发动机14的闭环控制可能难以准确地校准，并且通常在噪声、振动和声振粗糙度以及电池功率吞吐量之间提供明显的折衷。相比而言，本发明方法在过渡阶段期间使用可重置的基于燃烧强度的简档，并且由此预期能够更耐控制器50所使用的发动机扭矩模型的初始不精确以及相关联的发动机扭矩控制性问题。鉴于本公开，本领域的普通技术员可以容易地理解本发明方法100的这些优点及其他优点。
尽管已经详细描述了用于实现本公开的最佳模式，熟悉本公开所涉及领域的技术人员可以认识到用于在所附权利要求范围内实践本公开的替代设计和实施例。此外，附图中所示的实施例或者本说明书中所提到的各种实施例的特征并不一定被理解为相互独立的实施例。而是，有可能在一实施例的示例中的一个中所述的每一个特征可以与来自其他实施例的其他期望特征中的一个或多个进行组合，从而得到未以文字或者未通过参考附图进行描述的其他实施例。相应地，此类其他实施例也落入所附权利要求书的范围的框架内。

Claims (10)

1.一种混合动力电动动力传动系包括：
发动机，所述发动机包括配置为以发动机速度旋转的曲轴；
电机，所述电机配置为在发动机启动事件期间向所述曲轴传递马达扭矩，所述发动机启动事件具有初始曲柄转动阶段和过渡阶段；以及
控制器，所述控制器配置为响应于针对发动机启动事件的请求命令向所述曲轴传递所述马达扭矩，并且：
在所述请求的发动机启动事件的所述初始曲柄转动阶段期间，根据所述发动机的预定固定简档以闭环方式调节所述曲轴从零速度加速直到目标曲柄转动速度；以及
在所述请求的发动机启动事件的所述过渡阶段中，利用前馈扭矩在所述发动机的点火之后使所述曲轴从所述目标曲轴转动速度加速直到目标空转速度，其中所述前馈扭矩在所述过渡阶段的持续时间中利用校准表从所述发动机的预定拖曳扭矩调和到报告发动机扭矩。
2.根据权利要求1所述的混合动力电动动力传动系，其中所述控制器配置为通过周期性地调节所述曲轴的速度轨迹来在所述过渡阶段期间使所述曲轴加速，对所述速度轨迹的每次周期性调节的相应量值基于所述发动机的燃烧的强度。
3.根据权利要求1所述的混合动力电动动力传动系，其中所述控制器配置为通过以下来周期性地调节所述速度轨迹：
从所述校准表选择可变增益值，所述可变增益值指示所述目标曲柄转动速度与所述发动机的实际速度之间的差值；
将所述可变增益值乘以扭矩变化量以生成调节的扭矩，所述扭矩变化量定义为所述报告发动机扭矩与所述发动机拖曳扭矩之间的差值；以及
通过将所述发动机拖曳扭矩加上所述调节的扭矩来计算所述前馈扭矩。
4.根据权利要求3所述的混合动力电动动力传动系，其中所述可变增益值的范围为0至1，0对应于小于或等于所述目标曲柄转动速度的所述实际发动机速度，而1对应于等于所述目标空转速度的所述实际发动机速度。
5.根据权利要求3所述的混合动力电动动力传动系，进一步包括电连接至所述电机的电池组，其中所述可变增益值基于所述电池组的一个或多个电气参数。
6.根据权利要求1所述的混合动力电动动力传动系，其中所述混合动力电动动力传动系包括电连接至所述电机的电池组，并且其中所述控制器编程为当所述发动机的温度和所述电池组的温度中的至少一个低于相应阈值温度时缺省为另外的预定固定简档。
7.根据权利要求1所述的混合动力电动动力传动系，其中所述混合动力电动动力传动系是混合动力电动车辆的一部分，并且其中所述电机是所述混合动力电动车辆的皮带式交流发电机启动器***的一部分。
8.根据权利要求1所述的混合动力电动动力传动系，其中所述混合动力电动车辆包括传动装置，并且其中来自所述电机的所述马达扭矩被传递给所述传动装置以推进所述混合动力电动车辆。
9.一种用于启动混合动力电动动力传动系中的发动机的方法，所述混合动力电动动力传动系具有所述发动机、配置为向所述发动机的曲轴传递马达扭矩的电机以及控制器，所述方法包括：
响应于接收到针对发动机启动事件的请求，通过所述控制器命令从所述电机向所述曲轴传递所述马达扭矩；
在所述请求的发动机启动事件的初始曲柄转动阶段中，根据预定固定简档调节所述曲轴从零速度加速直到目标曲柄转动速度；以及
在所述请求的发动机启动事件的过渡阶段中，利用前馈扭矩在所述发动机的点火之后使所述曲轴从所述目标曲轴转动速度加速直到目标空转速度，其中所述前馈扭矩在所述过渡阶段的持续时间中利用校准表从所述发动机的预定拖曳扭矩调和到报告发动机扭矩。
10.根据权利要求9所述的方法，其中在所述过渡阶段中，使所述曲轴加速包括通过以下来周期性地调节所述曲轴的速度轨迹：从所述校准表选择可变增益值，所述可变增益值指示所述目标曲柄转动速度与所述发动机的实际速度之间的差值；将所述可变增益值乘以扭矩变化量以生成调节的扭矩，所述扭矩变化量定义为所述报告发动机扭矩与所述发动机拖曳扭矩之间的差值；以及通过将所述发动机拖曳扭矩加上所述调节的扭矩来计算所述前馈扭矩。
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