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CN101795884A - 采用动力输出连接作为次级能源转换的并联混合驱动系统 - Google Patents

采用动力输出连接作为次级能源转换的并联混合驱动系统 Download PDF

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Publication number
CN101795884A
CN101795884A CN200880105323A CN200880105323A CN101795884A CN 101795884 A CN101795884 A CN 101795884A CN 200880105323 A CN200880105323 A CN 200880105323A CN 200880105323 A CN200880105323 A CN 200880105323A CN 101795884 A CN101795884 A CN 101795884A
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China
Prior art keywords
power
electrical motor
pto
vehicle
drive system
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Granted
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CN200880105323A
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CN101795884B (zh
Inventor
J·M·安布罗西奥
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Electric Power Science And Technology Holding Co Ltd
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Odyne Systems LLC
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Priority to CN201410058501.5A priority Critical patent/CN103802678B/zh
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    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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Abstract

针对驱动模式和静止操作，描述了一种将在自动变速器上的动力输出连接作为次级设备的转换端口的并联混合车辆系统。次级设备为由电池供电的电动机，所述电动机在驱动模式下提供动力或再生制动，或在静止状态时为通常安装于常规PTO的配件提供动力。

Description

采用动力输出连接作为次级能源转换的并联混合驱动系统
技术领域
本发明涉及并联混合驱动系统以及当该系统的内燃引擎正在驱动车辆的车轮时控制该系统使用电动机来为车轮补充驱动动力，并且当所述引擎不传递动力到车轮时提供再生制动，由此对该并联混合驱动系统中的电池进行再次充电。
背景技术
混合电驱动系统由多个电源构成，这些电源结合在一起以为车辆的车轮提供牵引动力。混合电驱动系统有串联和并联这两种主要类型。
串联混合技术以全部电牵引为基础，其中从诸如电池和/或电容这样的能量存储源获取电功率，能量存储设备通过AC干线、再生制动和/或车载发电装置进行充电。
并联混合技术以多个电源的机械结合为基础，来为车辆的车轮提供动力。在并联混合驱动系统中，通常由内燃引擎(ICE)用经由电动机和/或其他诸如气动机这样的电源引入到该动力系统中的额外机械动力来产生动力。
本文所述的特有技术基于自动变速器的应用，该自动变速器利用受压液体和离心力来改变齿轮从而增加车辆的速度。大多数中型及重型级车辆(USDOT 6、7、8级)的自动变速器具有动力输出(Power Take Off)(PTO)齿轮选择。
PTO齿轮直接连接至变速器的动力输出端，并且通常连接至变速器的扭矩变换器部分，该PTO齿轮以1∶1的比例连接至ICE的曲轴(一旦所述扭矩变换器被锁定)。PTO齿轮通过变速器外壳上的盖板进行装卸。移除PTO盖，并且将PTO元件连接至变速器的PTO齿轮。
所述PTO元件是一种具有与变速器的PTO齿轮相啮合的输入齿轮的装置，所述PTO元件还具有可连接至U型接头驱动轴(driveshaft)的输出轴。所述PTO输出通常用于驱动诸如空气压缩机、水泵和/或液压泵这样的辅助设备。可以通过静止模式和/或在驱动的同时实现PTO操作。
在Gruenwald等人的现有技术专利(美国专利6,484,830、6,651,759、7,004,273和7,252,165)中描述了一种使用超级电容的混合系统，该系统通过PTO轴连接了一个AC感应电动机，由此使用再生制动能来协助车辆推进。
本发明的目的是部署一种采用了6、7或8级卡车或客车上已有部件的并联混合电驱动系统。
本发明的另一目的是提供双向PTO操作。
本发明的另一目的是并联混合驱动系统的适当功能必须包括电源之间的同步转动(rotation)。
本发明的另一目的是在上述改变期间对在所述系统的内部部件上施加的力进行缓释(mitigation)。
本发明的另一目的是监督到所述混合系统的各种输入的车辆监控系统(VMCS)。
本发明的另一目的是在驱动条件和静止操作下使用由诸如电池系统这样的能量存储系统供电的电动机来为通常安装于常规PTO的附属系统提供动力。
发明内容
与上述的这些目的和其他显而易见的目的一致，本发明提供了一种在自动变速器上使用动力输出(PTO)连接的并联混合驱动系统，将该驱动系统作为针对动力和再生制动的次级能源的传输端口。
大多数的指定6、7和8级USDOT的卡车和客车采用具有PTO齿轮选择的变速器。本发明的目的是提供一种能够轻易与某些具有PTO的车辆连接以降低燃油消耗的并联混合系统。
本发明的一个目的是部署一种利用了6、7或8级卡车或客车上已有部件的并联混合电驱动系统。当前由他人部署的并联混合驱动系统需要使用特定变速器或重新改造现有的传动系统(driveline)，由此使得用户支付较大费用。本文讨论的发明是一种“附加的”并联混合驱动系统，该驱动系统可以在车辆使用期限内的任何时间由工厂或车辆装配工进行安装。本发明另外的好处在于，由于使用了最标准的部件，维护费用、时间和协议都不会发生显著改变。
本发明的另一目的是提供双向PTO操作。如前所述，PTO输出齿轮连接至引擎曲轴且直接与引擎RPM相关。通过将动力经由由电池供电的电动机施加到PTO输入齿轮，输出到车轮的动力由电池组进行补充，由此降低由内燃引擎提供的动力，从而降低燃油消耗。电动机还可以通过PTO元件提供阻力或负力(negative force)，从而产生停止车辆的方法。电动机的负力用于为电池充电；在该阶段期间，电动机作为发电机使用。本领域技术人员将其称为再生制动。
本发明的另一目的是并联混合驱动系统的适当功能必须包括电源之间的同步转动。在这种情况下，电源可被定义为柴油机内燃引擎和电动机。所述引擎的唯一任务是传递动力到变速器，而电动机将兼负为变速器提供动力和接受用于充电的动力(power for charging)(即再生制动)的双重任务。这两种不同的任务促使电动机在作为驱动器工作或被驱动之间来回变换。
本发明的另一目的是在上述变换期间对在所述系统内部部件上施加的力进行缓释。变化的力将促使部件中的空转(backlash)产生反转。例如，PTO的内部齿轮链指定了允许发生空转的容限值。在操作期间，任何齿轮仅在每个齿的一侧接收来自另一齿轮的接触。接触所在的那侧由力施加在何处来确定。如上所述，该系统中力的反转还促使接触点的反转。为了使得该系统适当操作(有效操作而不降低期望的寿命)，所有内部部件必须能够接受空转的反转。通过使用反馈控制，潜在的破坏性双向力得到缓释，所述反馈控制使用了集成在电动机组件中的标定(indexing)功能。通过在软件控制算法中使用“阻尼”功能，电动机能够减轻由齿轮空转和传输到车轮的动力而引起的潜在有害振动。
本发明的另一目的是监督到所述牵引系统的各种输入的车辆监控系统。该VMCS对下列输入/输出进行管理，以确定施加到PTO的动力的量和频率，由此保持车辆的操控性能并优化整体效率：
-加速器踏板位置
-引擎节气门位置
-电池电压
-车辆速度
-扭矩需求
在驱动期间进入了两个特定模式：1)加速模式以及2)停止模式。在加速模式期间，所述系统通过变速器将来自电动机的动力传递到车轮。在停止模式期间，电动机通过变速器将阻力(resistance)提供到车轮以在车辆停止时产生电能(也称作再生能量)。
他人(例如Gruenwald和Palumbo’165)使用了AC感应电动机，该AC感应电动机产生的扭矩比所述电动机少(针对给定重量和大小)。
本发明选择了永磁电动机，该永磁电动机为启动助推(launch assist)和再生制动提供了额外的扭矩，由此使得所述系统更加有效。Palumbo注明了框(frame)215是合适的最大感应型电动机，其能够限制所用机器的动力。
本发明还通过改变CAN(车辆网络)的下/上变换指令来变更变速器变速的途径，由此通过变速器为车轮提供来自电动机和引擎的不可测动力混合(blending)。
此外，对变速器的扭矩变换器进行锁定和解锁。与PTO混合技术一起使用的变速器类型上的可变状态扭矩变换器用于减少再生制动过程中引擎和扭矩变换器中的有效损耗(effective loss)。
采用这种方法，将驾驶员界面节点(DIN)、辅助电源控制器(APUC)、充电端口接口(CPI)、电池管理系统(BMS)和主事件控制器(MEC)以及其他子系统进行结合的车辆监控系统(VMCS)对操作模式之间的控制和转换进行监控，并对动力混合、变速控制、扭矩变换器锁定和解锁、阻尼控制和防锁死或稳定性控制事件中再生制动的安全方面等等细节进行监控。
由此，本发明的车辆动力驱动系统包括通过变速器连接的内燃引擎以驱动车辆的车轮。所述变速器具有动力输出装置(PTO)和PTO输出齿轮。与PTO连接的并联混合驱动系统包括电动机、能量存储系统(例如电池系统)以及车辆监控系统(VMCS)。所述电动机通过轴连接到PTO以用于双向动力流。通常地，所述电动机对诸如液压泵、空气压缩机以及所安装的配件这样的附属设备进行操控。所述能量存储系统与电动机连接以用于发送和接收电力。所述车辆监控系统(VMCS)具有：
a)用于将来自能量存储系统的电力传递到电动机的第一加速模式，由此为变速器提供驱动动力，从而对由引擎传递到车辆的车轮的驱动动力进行补充，以及
b)第二减速模式，在该模式下，当所述引擎不传递动力到车轮时，电动机作为发电机接收来自PTO的轴动力以提供再生制动以及对能量存储系统进行再次充电，其中所述PTO还可以从所述变速器得到释放(disengage)，使得电动机自由地将能量存储系统的动力提供到前述的附属设备。
所述PTO与变速器中的PTO输出齿轮连接。前述的能量存储系统优选地包括电池组、使用外部电源对电池组进行充电的电池充电器、以及电池管理系统。所述电动机可以具有当VMCS处于第一模式时得到释放的可选辅助动力输出装置。所述VMCS可选地包括阻尼功能(dampening function)，用于当处于任一个转换模式时减少PTO中的震动和齿轮空转，其中所述阻尼功能对电动机和PTO输出齿轮的速率和方向进行监控，并调整电动机的速率和速度，由此形成闭环反馈回路以确保车辆动力驱动系统平稳和高效的操作。可选地，所述电动机可为永磁电动机，该永磁电动机在前述第一加速模式期间提供额外扭矩和在前述第二减速模式期间提供更多再生动力。
所述VMCS优选地对加速器踏板位置、引擎节气门位置、电池电压、车辆速度和/或扭矩需求进行监控，以确定施加到PTO的动力的量和频率，从而保持车辆的操控性能并优化整体效率。
所述混合系统优选地在能量存储系统与电动机的逆变器(inverter)之间包括高压DC连接中心，该高压DC连接中心用以控制诸如电池系统这样的能量存储系统与该电动机之间的电力流。
所述VMCS优选地具有第三停放/空档模式，在该模式下，电动机对电池组进行再次充电。此外，所述VMCS优选地具有引擎关闭的第四全电力静止(all-electric stationary)模式，在该模式下，电动机操作辅助动力输出装置。
一般而言，本发明车辆动力驱动系统包括通过变速器与车辆驱动轮连接的内燃引擎，所述变速器具有动力输出装置(PTO)，其中该驱动系统通过下述步骤进行改进：a)通过双向动力流轴(bidirectional power flow shaft)将并联混合驱动系统与所述PTO连接，其中并联混合驱动系统包括电动机、能量存储系统、以及车辆监控系统(VMCS)；以及b)当内燃引擎正在驱动车轮时，VMCS控制并联混合驱动系统来使用电动机将驱动动力补充至车辆的车轮，而当所述引擎不向车轮传递动力时，VMCS提供再生制动，由此并联混合驱动系统中的电池被再次充电。
这种改进也可包括将PTO与变速器中的扭矩变换器相连接的步骤，以及采用外部电源为能量存储系统再次充电的步骤。这种改进还可包括当电动机为能量存储系统再次充电时，从电动机收回(withdraw)辅助动力的步骤，或包括当电动机正在将轴动力传递至变速器时，释放辅助动力输出装置的步骤。
优选地，VMCS使用阻尼功能来降低在补充驱动动力和再生制动间进行切换时PTO中的震动。VMCS也优选地对加速器踏板位置、引擎节气门位置、电池电压、车辆速度和/或扭矩需求进行监控，以确定施加到PTO的动力的量和频率，由此保持车辆的操控性能并优化整体效率。
该混合系统可使用在能量存储系统和电动机的逆变器之间的高压DC连接中心，该高压DC连接中心用以控制能量存储系统和电动机之间的电力流，该电力流也可在变速器处于停放或空档位置时对能量存储系统进行再次充电。
VMCS也提供了用于调整(tuning)为启动助推所提供的动力的量和调整在前向和/或反向方向上施加的再生制动动力的方法，其中VMCS还具有用于针对每个齿轮的设置的调整表(tuning chart)，所述设置包括踏板位置vs.(对)所施加的正或负扭矩、电池电压vs.所提供的扭矩、所提供的扭矩vs.充电状态(SOC)、以及包括系统中止的驾驶员输入。
所述系统也通过每个齿轮进行变速，变速器通过车量数据网络为其中的VMCS提供信号，以便提供变速事件的预先通知，其中进一步根据该信息以及踏板位置，从而VMCS能够提高或降低提供至电动机的动力，使得变速更加平稳和高效，从而提高车辆的驾驶性能并降低油耗。
VMCS也优选地与任意原始设备制造商(OEM)车辆数据系统相接，以便根据防锁死或牵引控制事件来消除或降低再生制动。
附图说明
结合附图可以更加详细地理解本发明。要注意的是，本发明不限于附图中所示的具体实施方式，其中：
图1为示出了本发明主要硬件元件之间的关系的高级框图；
图2为本发明的整个车辆系统的部件和子系统的详细框图；
图3示出了仅在车辆加速过程中所用到的那些图框，通过箭头表示动力流动；
图4示出了仅在车辆减速过程中所用到的那些图框，通过箭头表示动力流动方向；
图5示出了在“停放/空档”驾驶模式中所用到的图框，通过箭头表示可能的动力流动路径；
图6示出了全电力静止模式支持所涉及到的图框，也通过箭头表示动力流动方向；
图7示出了支持引擎供电静止模式所涉及的元件，并表明了动力流动方向；
图8示出了本发明的PTO混合系统的插入式(plug-in)充电模式所涉及的图框和动力流动。
具体实施方式
图1为本发明的高级功能图示。该图示表明所有系统的相互关系，而所提出的并联混合驱动系统连至由6、7或8级客车或卡车中的内燃引擎(1)提供动力的自动变速器(2)。
元件(1)、(2)、(3)、(7)和(8)为传统6、7或8级卡车或客车上的典型部件。这包括内燃引擎(1)、变速器(2)、动力输出(PTO)元件(3)，其中变速器(2)与差速器(differential)(7)驱动轮(8)进行通信。本领域技术人员理解这些部件的操作以及在典型的驾驶条件下它们之间如何相互作用。
本发明的机械部分在包括PTO设备(3)、电动机(4)、电力电子/电池(5)、车辆监控系统(VMCS)(6)以及诸如压缩机这样的辅助设备(10)的元件中示出。PTO元件(3)用短驱动轴(9)与电动机(4)连接。轴(9)能够将动力传输到PTO元件(3)中或将动力从PTO元件(3)中输出。电动机(4)由电力电子/电池系统(5)供电，同时电力电子/电池系统(5)也是一种双向系统，它能够为电动机(4)提供动力或者从电动机(4)接受动力，电动机(4)通过PTO(3)机械性地发挥作用。
车辆监控系统(VMCS)(6)通过对上述的输入进行监控来对电力电子/电池系统(5)的操作进行监控，同时为驾驶员和/或其它车载系统提供输出数据。
诸如压缩机(10)的可选辅助设备(1)能够被安装到电动机末端轴(endshaft)上。这些辅助系统可包括各种用于通过PTO传输流体和/或动力的旋转电机。
操作模式：
图2-8中所示的图表示出了PTO混合系统能够操作的每个操作模式中的动力流动：
图2为整体系统图表。
图3为加速过程中的驱动模式。
图4为减速过程中的驱动模式。
图5为停放/空档过程中的驱动模式。
图6为全电力操作过程中的静止模式。
图7为引擎操作过程中的静止模式。
图8为电池充电过程中的插入式(plug in)模式。
图3-8中的图表表明每个操作模式中的机械能、电能、控制动力和控制逻辑的流动。
图2表明本发明PTO混合系统中所用的全部主要子系统和元件。所示的大部分图框无需加以说明，但是某些则需要进行说明。需要注意图中左方中部的“电池隔离器/组合器”(15)对车辆电池(16)和本发明中的独立12伏电池(17)之间的连接进行控制，所述独立12伏电池(17)对控制系统以及“加热系统”(18)进行操作。中部的图框“高压DC连接中心”(19)具有三个连接，分别连接于将来自电池组的DC转换成AC以运行PM发动机的逆变器(20)、和将600伏直流电降压至12伏以用于典型车辆负载的DC-DC转换器(21)，连接还包括与两个300伏电池组即SES1(25)和SES2(26)的连接，这两个电池组都带有各自的本地管理系统和充电器。图中右方的AC充电端口(30)通过充电端口接口(31)(CPI)与两个电池充电器连接。需要注意，通过“PTO离合器”(3)用于加速和再生制动的“电动机”(4)也为“液压泵”(35)提供动力，以用于车用液压(bucket hydraulics)。辅助电源控制器(37)(APUC)和驾驶员界面节点(38)(DIN)分别根据加速器踏板位置和静止模式操作过程中所需的动力，来向发动机/驱动逆变器发动机提供动力需求，所述“发动机驱动/逆变器”(20)随后向电动机(4)提供电能。
图3中，在加速模式过程中，来自两个300伏电池组的动力通过高压DC连接中心(19)、和发动机驱动/逆变器(20)流向电动机(4)，该电动机(4)通过其将其动力与来自引擎(1)的动力进行混合的PTO进入点来驱动车轮(8)。这种启动助推通过指令和电池组SES1(25)和SES2(26)的充电状态得以控制；其将在制动过程中聚集的能量进行循环利用，从而降低油耗和污染。
相反地，图4中，在减速模式过程中，机械动力通过PTO(3)从差速器(7)和齿轮箱流出，旋转电动机(4)使其成为发电机，从而通过发动机驱动/逆变器(20)和高压连接中心(19)来对两个300伏电池组进行充电。从而，本将在制动中以热能形式浪费的能量被留待后用。
图5显示当车辆处于“停放/空档”状态而引擎(1)保持运转时的一种典型操作，从而引擎动力能够被用于通过PTO(3)来旋转电动机(4)使其成为发电机来对两个300伏电池组充电和/或为辅助设备提供动力。应注意，在该模式下，液压泵(35)从电动机(4)中被释放。
图6显示当车辆处于停放状态而引擎(1)熄灭时，可由本发明的PTO混合系统支持的活动。在该模式下，不产生现场污染或排放，而引擎也不会产生噪音。所有的动力都来自这两个300伏电池组。这种全电力模式能够为车用液压(bucket hydraulics)、辅助设备提供动力，以及通过DC/DC转换器(21)来为车载12伏电池(16)和本发明的12伏电池充电。图中的黑体动力箭头表明了流动路径。
图7显示引擎驱动相对应的静止模式下的动力流动。在该模式下，所有的动力都来自引擎(1)，而300伏电池组能够通过引擎的动力得到再次充电。如果300伏电池组在全电力模式下的工作场所中被耗尽，可暂时采用这一模式，直到300伏电池组被充电完毕。但是，这一模式也能够为车用液压供电，因为当电动机(4)在被引擎(1)带动而作为发电机为300伏电池组充电时，该电动机(4)也与液压泵(35)轴连接。
图8的图表显示在充电站进行插入式充电情况下的连接。并非车辆系统的一部分的12伏电池充电器用于为两个12伏电池进行充电，而被植入300伏电池组即SES1(25)和SES2(26)的充电器被用于对那些高压电池组进行充电。
在前述的说明书中，某些术语和视觉描述被用于阐明优选的实施方式。但是，所用这些超出现有技术中所示的内容的术语或所描述的例证不会造成不必要的限制，这是由于这些术语和描述仅仅是示例性的，不会限制本发明的范围。
也应了解，在不超出所附权利要求所标明的本发明范围的情况下，可针对本发明做出其他修改。

Claims (24)

1.一种车辆动力驱动系统，在该系统中，组合包括：
内燃引擎，该内燃引擎通过变速器与所述车辆的驱动轮连接；
所述变速器具有动力输出装置(PTO)和PTO输出齿轮；
与所述PTO连接的并联混合驱动系统，该并联混合驱动系统包括电动机、能量存储系统以及车辆监控系统(VMCS)；
所述电动机通过轴与所述PTO连接以用于双向动力流；
所述电动机具有附属设备；
所述能量存储系统与所述电动机连接以用于发送和接收电力；
所述车辆监控系统(VMCS)具有第一加速模式以及第二减速模式，所述第一加速模式用于将电力从所述能量存储系统传递到所述电动机以为所述变速器提供驱动动力来补充由所述引擎向所述车辆的车轮传递的驱动动力；在所述第二减速模式下，在所述引擎不向所述车轮传递动力时，所述电动机作为发电机接收来自所述PTO的轴动力以提供再生制动以及对所述能量存储系统进行再次充电，其中所述PTO能够进一步地从所述变速器得到释放，使得所述电动机自由地将来自所述能量存储系统的动力提供到所述附属设备。
2.根据权利要求1所述的车辆动力系统，其中所述附属设备选自由液压泵、空气压缩机和所安装的配件组成的组。
3.根据权利要求1所述的车辆动力驱动系统，其中所述PTO与所述变速器中的PTO输出齿轮连接。
4.根据权利要求1所述的车辆动力驱动系统，其中所述能量存储系统包括电池组、用于通过使用外部电源为所述电池组充电的电池充电器、以及电池管理系统。
5.根据权利要求1所述的车辆动力驱动系统，其中所述电动机具有辅助动力输出装置。
6.根据权利要求5所述的车辆动力驱动系统，其中当所述VMCS处于所述第一模式时，所述辅助动力输出装置被释放。
7.根据权利要求6所述的车辆动力驱动系统，其中所述VMCS包括阻尼功能，该阻尼功能用于当处于任一个转换模式时降低所述PTO中的震动和齿轮空转，所述阻尼功能对所述电动机和所述PTO输出齿轮的速率和方向进行监控并调整所述电动机的速率和速度，由此形成闭环反馈回路以确保所述车辆动力驱动系统平稳和高效的操作。
8.根据权利要求7所述的车辆动力驱动系统，其中所述电动机是在所述第一模式期间提供额外扭矩和在所述第二模式期间提供更多再生动力的永磁电动机。
9.根据权利要求8所述的车辆动力驱动系统，其中所述VMCS对加速器踏板位置、引擎节气门位置、电池电压、车辆速度以及扭矩需求进行监控，以确定施加到所述PTO的动力的量和频率，从而保持车辆的操控性能并优化整体效率。
10.根据权利要求9所述的车辆动力驱动系统，其中所述混合系统包括在所述能量存储系统与所述电动机的逆变器之间的高压DC连接中心，该高压DC连接中心用以控制所述能量存储系统与所述电动机之间的电力流。
11.根据权利要求10所述的车辆动力驱动系统，其中所述VMCS具有第三停放/空档模式，在该第三停放/空档模式下，所述电动机对所述电池组进行再次充电。
12.根据权利要求11所述的车辆动力驱动系统，其中所述VMCS具有所述引擎关闭的第四全电力静止模式，在该第四全电力静止模式下，所述电动机操作所述辅助动力输出装置。
13.一种在包括通过变速器与车辆的驱动轮连接的内燃引擎的车辆动力驱动系统中的用于改进所述驱动系统的方法，所述变速器具有动力输出装置(PTO)，所述方法包括下列步骤：
通过双向动力流轴将并联混合驱动系统与所述PTO相连接，所述并联混合驱动系统包括电动机、能量存储系统以及车辆监控系统(VMCS)以及
当所述内燃引擎正在驱动所述车轮时，所述VMCS控制所述并联混合驱动系统来使用所述电动机将驱动动力补充至所述车辆的车轮，而当所述引擎不向所述车轮传递动力时，所述VMCS提供再生制动，由此对所述并联混合驱动系统中的电池进行再次充电。
14.根据权利要求13所述的方法，该方法包括将所述PTO连接至所述变速器中的扭矩变换器的步骤。
15.根据权利要求13所述的方法，该方法包括通过采用外部电源对所述能量存储系统进行再次充电的步骤。
16.根据权利要求15所述的方法，该方法包括当所述电动机在对所述能量存储系统进行再次充电时从所述电动机收回辅助动力的步骤。
17.根据权利要求16所述的方法，该方法包括当所述电动机正在将轴动力传递至所述变速器时释放辅助动力输出装置的步骤。
18.根据权利要求17所述的方法，其中在补充驱动动力与再生制动之间进行切换时，所述VMCS使用阻尼功能来降低所述PTO中的震动。
19.根据权利要求18所述的方法，其中所述VMCS对加速器踏板位置、引擎节气门位置、电池电压、车辆速度以及扭矩需求进行监控，以确定施加到所述PTO的动力的量和频率，从而保持车辆的操控性能并优化整体效率。
20.根据权利要求19所述的方法，其中所述混合系统在所述能量存储系统与所述电动机的逆变器之间包括高压DC连接中心，该高压DC连接中心用以控制所述能量存储系统与所述电动机之间的电力流。
21.根据权利要求20所述的方法，其中在所述变速器处于停放或者空档位置时，所述电动机对所述能量存储系统进行再次充电。
22.根据权利要求19所述的方法，其中所述VMCS提供了用于调整为启动助推所提供的动力的量和调整在前向和/或反向方向上施加的再生制动动力的方法，其中所述VMCS进一步地具有用于针对每个齿轮所提供的设置的调整表，所述设置包括踏板位置vs.所施加的正或负扭矩、电池电压vs.所提供的扭矩、所提供的扭矩vs.充电状态(SOC)、以及包括系统中止的驾驶员输入。
23.根据权利要求19所述的方法，其中所述系统通过每个齿轮进行变速，所述变速器通过车量数据网络为其中的VMCS提供信号，以便提供变速事件的预先通知，其中进一步地根据该信息以及所述踏板位置，所述VMCS能够提高或降低提供至所述电动机的动力，使得变速更加平稳和高效，从而提高车辆的驾驶性能并降低油耗。
24.根据权利要求19所述的方法，其中所述VMCS还进一步地与原始设备制造商(OEM)车辆数据系统相接，以便根据防锁死或牵引控制事件来消除或降低再生制动。
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