CN1696850A - 发动机起动过程中的低电压保护方法 - Google Patents

发动机起动过程中的低电压保护方法 Download PDF

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CN1696850A
CN1696850A CNA2005100712153A CN200510071215A CN1696850A CN 1696850 A CN1696850 A CN 1696850A CN A2005100712153 A CNA2005100712153 A CN A2005100712153A CN 200510071215 A CN200510071215 A CN 200510071215A CN 1696850 A CN1696850 A CN 1696850A
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W·R·考索恩
L·T·尼茨
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Motors Liquidation Co
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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
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • 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
    • F02N11/10—Safety devices
    • F02N11/101—Safety devices for preventing engine starter actuation or engagement
    • 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
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • 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
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1411—Introducing closed-loop corrections characterised by the control or regulation method using a finite or infinite state machine, automaton or state graph for controlling or modelling
    • 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
    • F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
    • F02N2200/063—Battery voltage

Abstract

一种控制车辆动力系统中发动机起动的方法，所述动力系统具有可充电的能量存储系统，所述能量存储系统适合于向用于起动发动机的电机提供电功率，其中，如果在预定的起动时间内输出电压小于起动低电压阈值，则系统适合于从发动机起动状态中退出，所述退出是起动状态中能量存储系统提供给电机的输出电压的函数。根据该方法，起动低电压阈值是发动尝试失败次数的函数，通常是发动尝试失败次数的减函数。预定起动时间是输出电压和起动低电压阈值之间差值大小的函数。

Description

发动机起动过程中的低电压保护方法
技术领域
本发明通常涉及发动机起动过程中能量存储系统的低电压保护。更特殊的是，本发明涉及发动机起动过程中混合电动车辆动力系统的能量存储系统的低电压保护。
背景技术
混合电动车辆动力系统经常使用高电压的能量存储系统，例如电池组，以便向电驱动马达提供电能产生必要的输出扭矩起动燃烧发动机。在大多数情况下，电池组具有足够的能量能力和容量以起动和发动燃烧发动机。但是，在某些环境下电池的容量不足以起动发动机。例如，在极端低的环境温度情况下，燃料状态和它被输送到发动机的能力，高摩擦损失和其它因素可使燃烧发动机难于发动。在这种情况下，要求更多的电池功率以起动发动机。另外，燃料不足或者动力系统内部或外部的其它因素可使发动机难于发动或者不可能发动，因而导致使用过量的电池功率以起动发动机。
因为寒冷的周围环境、燃料不足或者其它因素产生的反复起动尝试能导致高电压能量存储系统的损耗和电势降低。在放电状态下与电池降低有关的主导因素是极端低的电池电压。
典型的低电压电池保护算法建立低电压阈值或限制。当实际的系统输出电压落到阈值之下时，为了保护电池系统不能进行进一步的放电。反复的放电尝试，例如由于起动没有发动的发动机引起的那些尝试，可导致电池电压达到低电压阈值，因此系统不会允许电池额外的放电，额外的发动机起动是不可能的。这可导致车辆不能操作地向驾驶员提供警告：未来的发动尝试将被抑制。
因而，希望提供电池的低电压保护，其限制在低电压情况下的起动，同时也为多次起动尝试储备充足的电池能量。还希望向驾驶员提供剩余起动尝试的次数或者未来的起动尝试可能被限制的指示。
发明内容
本发明是一种控制车辆动力系统中发动机起动的方法，所述动力系统具有可充电的能量存储系统，所述能量存储系统适合于向用于起动发动机的电机提供电功率，其中，如果在预定的起动时间内输出电压小于起动低电压阈值，则系统适合于从发动机起动状态中退出，所述退出是起动状态中能量存储系统提供给电机的输出电压的函数。根据该方法，起动低电压阈值是发动尝试失败次数的函数，通常随发动尝试失败次数而变地减小。预定起动时间是输出电压和起动低电压阈值之间差值大小的函数。
当发动机没有发动时，该方法对处于发动机起动状态中的HEV动力系统的高压电池系统提供有利的保护。另外，该方法给驾驶员提供指示：在可获得的电池能量完全损耗或者额外的起动尝试被限制之前与发动机发动和剩余电池能量有关的结果。当发动机不能发动的原因被确定并改正时，该方法保持电池组中储备能量的减少量，以允许随后的发动尝试。
这提供了如下好处：保护高电压电池系统不受损坏，以及潜在延长了电池组的寿命。
附图说明
结合附图可更加完全地理解本发明，其中：
图1为适合实现本发明的双电动机、混合车辆动力系的方框图；
图2为阐述本发明方法的状态转换图；
图3为阐述本发明的起动低电压阈值的曲线图；
图4为电压偏移量的曲线图；以及
图5为应用到图3起动低电压阈值的图4电压偏移量的曲线图。
具体实施方式
首先参考图1，阐述了本发明可应用其中的混合电动车辆示例性的包括双电动机、电动可变传动装置的动力系统1的方框图。动力系统1包括柴油压缩点火发动机、车辆传动系和一对电机(此处也指电动马达或电动机)。电动机(标记为A和B)、传动系和发动机可操作地彼此连接，例如，通过包括一个或多个行星齿轮组的连接装置(K)以及根据不同扭矩传输装置(例如离合器)的应用和释放建立的可选择的连接路径。发动机与连接装置的机械输入处连接(11)。传动系与连接装置的机械输出处连接(13)。电动机与连接装置行星齿轮组的不同旋转构件连接(15)。忽略功率损耗，发动机、传动系和电动机之间的功率通量达到平衡。以及，传动系的功率等于发动机和电动机的功率总和。发动机、传动系和电动机的扭矩遵循同样的关系式，其可通过各种齿轮组、动力传动组件已知，它们之间的关系式包括在连接约束关系式中。发动机、传动系和电动机之间的速度关系式同样也可通过各种齿轮组、动力传动组件已知，它们之间的关系式包括在连接约束关系式中。车辆传动系可包括诸如差速齿轮组、支撑轴、万向接头、终传动齿轮组、车轮和轮胎之类的普通传动系组件。电机从能量存储系统(ESS)接受电能，并向其提供电能，所述能量存储系统可以表现为以下形式：电池组模块中的一个或多个电池，或者具有双向电能流能力的任何适合的能量存储装置。发动机、传动系和电动机的扭矩可以是双向中任一方向。也就是说，每一个对动力系都有双向扭矩的作用。示例性的电动可变传动装置包括柴油发动机、一对电机以及一对可选择连接的行星齿轮组，优选地应用于本控制，所述电动可变传动装置已公开于共同转让的美国专利号5,931,757，其内容于此并入参考。同时此处参考示例性的HEV EVT动力系统1阐述本发明，相信其通常适用于许多HEV动力系结构，包括那些仅有一个电机用于起动发动机的动力系，和那些具有多于两个电机的动力系，所述多于两个的电机可单独使用以起动发动机，或者以不同的连接组合使用以起动发动机。
图1示例性的动力系还包括基于微处理器的系统控制装置43，其通过基于传统微处理器的发动机控制模块(ECM)23与发动机通讯。ECM23优选地通过控制装置局域网络(CAN)总线与系统控制装置43通讯。发动机控制装置依次适合与其在控制中使用的各种发动机执行机构和传感器(未单独显示)通讯。例如，燃油喷射器，排气制动器，或者发动机制动执行机构和转动传感器通过发动机控制装置处分离的信号线被控制或监视。发动机发动功能在由ECM23完成的发动机控制功能之中，所述发动机发动功能包括传统的发动机燃料供给例行程序，用于在电机推动发动机旋转的过程中向发动机气缸提供燃料供送。系统控制装置43接收指示驾驶员请求的输入，所述请求包括节气门、制动和发动机起动。系统控制装置43与其在控制中使用的各种连接装置执行机构和传感器通讯。例如，输出转动传感器和用于控制扭转传输装置液压和应用/释放状态的电磁控制阀，以及液压流体压力开关或传感器通过分离的信号线被控制或监视。另外，系统控制装置43也类似地与整体被看作ESS控制装置的基于微处理器的电池组控制装置和基于微处理器的功率电子控制装置(未单独显示)通讯。这些ESS控制装置优选地通过CAN总线与系统控制装置43通讯。ESS控制装置依次适合提供各种涉及电池组和电动机的传感、诊断和控制功能。例如，电流和电压传感器、温度传感器、多相换流电子装置和电动机转动传感器通过ESS控制装置被控制或监视。发动机起动功能包括在ESS控制装置实现的功能之中，所述发动机起动功能包括响应于对旋转有效的起动速度信号的单侧发动机转速控制，在至少一个电机的推动下，发动机速度上升到表达在起动速度信号中的起动速度，防止发动机速度下跌到起动速度以下，但允许发动机燃烧扭矩使发动机速度偏离起动速度。
本发明要求至少一个电机可操作地与发动机连接，因而发动机可以从速度为零的情况加快旋转。电动机可直接与发动机输出轴连接，或者通过以下部件与输出轴连接：任何一种齿轮组(包括减速齿轮传动)，或者诸如起步离合器、范围离合器的可选择接合装置，或者诸如啮合接合的起动机小齿轮和发动机飞轮的齿圈和小齿轮装置。
如此处使用的，起动理解为包括诸如由电机推动的发动机旋转和用于产生燃烧扭矩的发动机燃料供给。如此处使用的，“发动机起动”状态是指通过应用电机产生的输出扭矩发生的发动机起动的发动机状态。发动机起动状态也表现为一种方法，其包括连续的或一系列的步骤、条件、程序或例行程序，其中由系统控制装置、ECM或者其它控制装置的不同组合完成涉及起动速度、起动时间、能量存储系统的输出电压、温度、燃料供给和其它因素的各种与起动有关的诊断、控制和命令功能。如此处使用的，“发动机停止”状态通常以如下条件为特征：其中发动机速度为零，发动机没有被供给燃料，所述状态也可表现为连续的或一系列的步骤、条件或例行程序，从而发动机达到或保持该状态。如此处使用的，“发动机运行”状态通常指这样一种状态：其中通常响应于发动机燃料供给和发动机起动，实现持续的产生发动机扭矩。发动机运行状态也表现为一种方法，其包括连续的或一系列的步骤、条件、程序或例行程序，其中由系统控制装置、ECM或者其它控制装置的不同组合完成涉及发动机速度、燃料供给和其它因素的各种与发动机运行有关的诊断、控制和命令功能。对优选发动机起动方法的另外描述可在共同转让的共同等待批准的美国专利申请序列号__/_______(律师案卷号为GP-305093)中找到，于此其整个内容可并入参考。
参考图2，通常描述本发明有关上述的发动机状态和状态之间的转换。圆形块代表发动机状态，箭头代表状态之间的转换。本发明是用于控制起动车辆动力系统1的发动机的方法100，所述动力系统具有可充电的能量存储系统17，所述能量存储系统适合于向用于起动发动机21的电机19提供电功率，所述方法包括步骤：如转换115所示，从发动机停止状态120启动发动机起动状态110；控制从发动机起动状态110中退出125，所述退出是起动状态110中能量存储系统17提供给电机19的输出电压的函数，其中如果在预定的起动时间内输出电压小于起动低电压阈值，则退出起动状态110，系统从发动机起动状态110转换到发动机停止状态120；对于每一次从发动机起动状态110的所述退出125，就增加130计数器135，以建立发动机起动计数；以及如果发动机起动次数没有超过发动机起动次数限制，则重复140在前的步骤。相信方法100可以或者在硬件中实现，例如，使用不同形式的硬接线逻辑元件，或者在软件中实现，或者在其不同的组合中实现。但是，优选地方法100包括计算机控制算法，其可作为计算机代码在一个或多个计算机中执行，所述计算机位于车辆中，例如发现在系统控制装置43中。下面将更详细地描述本发明的步骤。
参考图2，转换115阐述从发动机停止状态120启动发动机起动状态110的步骤。典型的启动人将是车辆驾驶员，起动115将包括启动键、按钮、旋钮、杠杆或用于促动开关的其它已知装置的动作。开关动作将向控制装置提供信号指示，例如系统控制装置43，其适合于处理信号，以及为启动115从发动机停止状态120的转换提供必需的控制动作。这包括软件例行程序或程序的初始化或者开始。
根据诸如上述的方法，在起动状态110中发动机将会被起动。根据该方法，将执行多个控制、命令和诊断例行程序，以便确定系统是否继续发动机起动状态，或者是否已获得发动机起动状态，或者是否应该退出发动机起动状态以有利于发动机停止状态。有多个典型的诊断例行程序，其用于测试多个系统或状态参数，例如起动事件的持续时间、发动机速度以及与起动中系统的不同元件有关的温度，以便确定是否应该实现控制命令：退出发动机起动状态以有利于发动机停止状态。一个这样的诊断包括方法100。
参考图2，方法100还包括步骤：控制从发动机起动状态110中退出125，所述退出是发动机起动状态110中能量存储系统17提供给电机19的输出电压的函数，其中如果在预定的起动时间内输出电压小于起动低电压阈值，则退出起动状态110，系统从发动机起动状态110转换到发动机停止状态120。能量存储系统的输出电压优选地在发动机起动状态中连续地被监视，以通过一个或多个控制装置确定提供给电机的输出电压，例如系统控制装置43。比较能量存储系统的输出电压和起动低电压阈值，所述起动低电压阈值存储在图3所示的查找表中。这种起动低电压诊断适合于在发动机起动状态110中，当ESS的输出电压下降到低于规定的起动低电压阈值时，强迫系统退出起动状态，以便保护电池免受过量的低电压。
用于比较ESS的输出电压和起动低电压阈值以确定在预定的起动时间内输出电压小于起动低电压阈值的一个手段是通过使用加权防反跳逻辑。因使用该手段，当电压适度偏低时，系统能尝试在更长的时间内起动，但是当电压更低时能更加迅速地迫使系统退出发动机起动状态。
参考图3-5，参考下面所述的逻辑语句描述防反跳操作。
如果信号＞Pass Value，则清除计数器，通过该错误；
如果信号＞Zero Thresh，则不增加计数器；
如果Zero_Thresh＜信号＜Low_Thresh，则通过Low_Count增加计数器(例如，2次)；
如果Low_Thresh＜信号＜Hi_Thresh，则通过Med_Count增加计数器(例如，10次)；
如果信号＞Hi_Thresh，则通过Hi_Count增加计数器(例如，计数为50)；以及
当计数器＞Fail_Count(例如100)时，不通过该错误；
其中计数器的计数增加是与起动低电压诊断有关的每个控制循环(例如控制循环100ms)。因而，如果输出电压在第一范围(即由Zero_Thresh和Low_Thresh界限定义的)之内，则预定起动时间是5秒(即，每个fail count的100次循环/每次循环的2次＝50次循环/不通过×100ms/循环＝5秒/不通过)。同样地，使用给定的示例性值，如果输出电压在第二范围(即由Low_Thresh和Hi_Thresh界限定义的)之内，则预定起动时间是1秒，使用给定的示例性值，如果输出电压在第三范围(即由小于Hi_Thresh的点定义的)之内，则预定起动时间是0.2秒。因而，加权防反跳的不通过该错误可用于向控制装置提供退出信号，以便如果在预定的起动时间内输出电压小于起动低电压阈值，就退出发动机起动状态。此外，如该实例指示的，如图3所示，预定起动时间可确定为输出电压和起动低电压阈值之间差值大小的函数。差值的大小可由多个阈值或者范围定义，如图3所述和上述实例所示，或者它可通过直接拿输出电压和阈值的差值定义。此外，当差值的大小增加时，预定起动时间减少。
这种诊断也接受图4所示的起动低电压偏置145的值。这种输入偏移了起动低电压阈值147和以附加的方式产生的任何额外的阈值或范围(即Zero_Thresh、Low_Thresh、Hi_Thresh)，以允许如图5所示的在某些状态下的不同的错误电压电平。在这种情况下，基于从发动机起动状态到发动机停止状态的退出次数确定偏置145，以致起动低电压偏置145的值随着退出次数的增加而减小。减小的偏置降低起动低电压阈值147，以及随后的从发动机起动状态退出到发动机停止状态，当车辆被起动时，允许使用更多储备的电池能量通过发动机起动状态。图5中阐述了将偏置145应用到阈值147。因而，通过使用偏置145，起动低电压阈值147是由诊断得到的从发动机起动状态退出到发动机停止状态的次数的函数，优选的通常是减函数。
方法100还包括步骤：对于每一次从发动机起动状态110的所述退出125，就增加130计数器135，以建立发动机起动次数。步骤增加130计数器135应被广泛地理解，包括各种实现获得状态之间的转换次数的方法，包括已知技术用于增加和减少计数器135以获得这种转换的次数。
方法100还包括循环机制，以致如果发动机起动次数没有超过发动机起动次数限制，方法100包括步骤：重复140方法的先前步骤。发动机起动次数限制是由诊断许可的从发动机起动状态退出125到发动机停止状态的最大值。
方法100还包括响应于极端低电压情况的额外电平保护，特别是当如此处所述执行起动低电压诊断，以及已经超过发动机起动次数限制(即发动机已经使用了尝试起动的最大值)时，其中如果发动机起动次数超过发动机起动次数限制，方法100包括设置起动次数限制或者抑制系统中的错误，在错误被清除之前，所述错误不允许随后的发动机起动状态的启动。这种错误可用于将能量存储系统阻隔在外，使其不被进一步使用，免受因极端低电压情况产生的电池组可能损害。参考图2，当错误存在时，如果尝试通过按下起动按钮启动转换115从发动机停止状态到发动机起动状态，那么系统会执行转换155代表的动作，其中状态没有变化。在一个实施例中，设置错误，以致它只能被受过培训的服务人员使用适合于清除错误的服务工具清除。一旦超过了从发动机起动状态到发动机停止状态的退出次数最大值，就必须使用服务工具重置错误以及使能再起动。一次发动尝试和方法100的一次额外执行将提供给服务技术人员。如果车辆没有转换到发动机运行状态150，并且发动机发动没有发生，那么系统根据起动低电压诊断从发动机起动状态退出到发动机停止状态，因为超过了退出次数的最大值，起动次数限制或者抑制错误再次发生，为了随后的开动尝试，错误将再次使用服务工具被重置。但是，起动低电压诊断将保持有效，以保护电池避免完全放电。
如果如转换160所示实现发动机运行状态150，通常优选地结合步骤重置165计数器135，因为能量存储系统将在所有可能的情况下充足的充电，以减轻该状态中任何与电池低电压有关的担心。一旦获得发动机运行状态150就可立即进行重置160，或者也可服从各种验证测试、延迟、诊断例行程序或者确保在重置165计数器135之前成功获得发动机运行状态150的其它手段。
在各种发动机状态之间许多其它另外的转换是可能的，特别是在发动机起动状态110和发动机停止状态120之间，例如因发动机起动时间超过起动限制而产生的转换175，其可根据方法100结合转换115实现。
方法还可包括步骤：设置160指示退出起动次数。该次数结合控制装置使用，以提供各种退出起动次数的指示，例如可被驾驶员感知的指示，以及可包括各种已知的听觉指示，例如铃、喇叭或者其它听觉指示，视觉指示，例如图像显示器、计数器或其它已知的视觉指示，还包括触觉指示，例如振动发动执行机构，或者改变其相应的特性。
本发明进一步的适用范围从附图和该详细的描述、以及随后的权利要求书中变得明晰。但是，应该理解详细的描述和特殊的实例，同时指示本发明的有效实施例，仅仅因为阐述的目的给出，因为在本发明的精神和范围之内的各种改变和修改对熟悉本领域的技术人员来说是显而易见的。

Claims (21)

1.一种控制车辆动力系统中发动机起动的方法，所述动力系统具有可充电的能量存储系统，所述能量存储系统适合于向用于起动发动机的电机提供电功率，所述方法包括步骤：
从发动机停止状态启动发动机起动状态；
控制从发动机起动状态中退出，所述退出是随起动状态中能量存储系统提供给电机的输出电压而变的，其中如果在预定的起动时间内输出电压小于起动低电压阈值，则退出起动状态，系统从发动机起动状态转换到发动机停止状态；
每一次从发动机起动状态进行所述退出，就增加计数器，以建立发动机起动次数；以及
如果发动机起动次数没有超过发动机起动次数限制，则重复在前的步骤。
2.如权利要求1所述的方法，其特征在于，起动低电压阈值是从发动机起动状态这样退出到发动机停止状态的次数的函数。
3.如权利要求2所述的方法，其特征在于，起动低电压阈值随所述退出次数而变地减小。
4.如权利要求3所述的方法，其特征在于，预定起动时间是输出电压和起动低电压阈值之间差值大小的函数。
5.如权利要求4所述的方法，其特征在于，当差值的大小增加时，预定起动时间减少。
6.如权利要求1所述的方法，还包括：
如果检测到发动机运行状态，则重置发动机起动次数。
7.如权利要求1所述的方法，还包括：
如果发动机起动次数超过发动机起动次数限制，则设置系统中的错误，在错误被清除之前，所述错误不允许随后的发动机起动状态的启动。
8.如权利要求7所述的方法，还包括：
清除错误，以及
重复在前的步骤，所述步骤从以下步骤开始：从发动机停止状态启动发动机起动状态。
9.如权利要求1所述的方法，还包括：
提供退出起动次数的指示。
10.如权利要求9所述的方法，其特征在于，指示选自听觉指示、视觉指示和触觉指示。
11.一种控制车辆动力系统中发动机起动的方法，所述动力系统具有可充电的能量存储系统，所述能量存储系统适合于响应控制装置的控制动作，向用于起动发动机的电机提供电功率，所述方法适合于执行控制装置的计算机内的代码，所述方法包括步骤：
从发动机停止状态启动发动机起动状态；
控制从发动机起动状态中退出，所述退出是随起动状态中能量存储系统提供给电机的输出电压而变的，其中如果在预定的起动时间内输出电压小于起动低电压阈值，则退出起动状态，系统从发动机起动状态转换到发动机停止状态；
每一次从发动机起动状态进行所述退出，就增加计数器，以建立发动机起动次数；
如果发动机起动次数没有超过发动机起动次数限制，则重复在前的步骤；以及
如果发动机起动次数超过发动机起动次数限制，则设置控制装置中的错误，在错误被清除之前，所述错误不允许随后的发动机起动状态的启动。
12.如权利要求11所述的方法，其特征在于，起动低电压阈值是从发动机起动状态这样退出到发动机停止状态的次数的函数。
13.如权利要求12所述的方法，其特征在于，起动低电压阈值随所述退出次数而变地减小。
14.如权利要求13所述的方法，其特征在于，预定起动时间是输出电压和起动低电压阈值之间差值大小的函数。
15.如权利要求14所述的方法，其特征在于，当差值的大小增加时，预定起动时间减少。
16.如权利要求12所述的方法，其特征在于，预定起动时间根据小于起动低电压阈值的多个预定电压范围确定，每个电压范围与其相应的预定起动时间相关，其中，接近起动低电压阈值的那些电压范围比远离电压阈值的那些范围具有更长的预定起动时间。
17.如权利要求11所述的方法，还包括：
如果检测到发动机运行状态，则重置发动机起动次数。
18.如权利要求11所述的方法，还包括：
如果发动机起动次数超过发动机起动次数限制，设置控制装置中的错误，所述错误不允许随后的发动机起动状态的启动。
19.如权利要求18所述的方法，还包括：
清除控制装置中的错误，以及
重复在前的步骤，所述步骤从以下步骤开始：从发动机停止状态启动发动机起动状态。
20.如权利要求11所述的方法，还包括：
提供退出起动次数的指示。
21.如权利要求20所述的方法，其特征在于，指示选自听觉指示、视觉指示和触觉指示。
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