CN101495356A - 车辆的驱动装置 - Google Patents

车辆的驱动装置 Download PDF

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Publication number
CN101495356A
CN101495356A CNA2007800287033A CN200780028703A CN101495356A CN 101495356 A CN101495356 A CN 101495356A CN A2007800287033 A CNA2007800287033 A CN A2007800287033A CN 200780028703 A CN200780028703 A CN 200780028703A CN 101495356 A CN101495356 A CN 101495356A
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cond
vehicle
rotating machine
electric power
actuating device
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CN101495356B (zh
Inventor
相马贵也
吉田宽史
茂刈武志
泽田博树
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Toyota Motor Corp
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Toyota Motor Corp
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    • 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
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Abstract

本发明提供一种车辆的驱动装置，其目的在于抑制车辆在上坡路与驾驶者意图相反发生后退的情况。本发明的车辆的驱动装置具有：推定车辆在上坡路是否发生后退的推定装置；当车辆后退时通过车辆驱动轮的旋转而产生电力的旋转电机；和利用旋转电机产生的电力进行充电的电容器；和与电容器并联连接的蓄电池。推定装置在当前的行驶路是上坡路并且车速小于阈值时推定为车辆要发生后退。当推定为车辆发生后退且电容器的电力量比某阈值大时，将电容器的电力量向蓄电池放电。

Description

车辆的驱动装置
技术领域
本发明涉及具有用于行驶的旋转电机的车辆的驱动装置，特别涉及利用旋转电机产生的电力对电容器进行充电的技术。
背景技术
近年来，作为环境问题对策中的一环，通过来自发动机和电动机中至少一方的驱动力进行行驶的混合动力车辆备受瞩目。为了将供给到电动机的电力(electric power)存储起来，在这种混合动力车辆中搭载有蓄电池、电容器(capicator也指condenser)。在日本特开2005-061498号公报中公开了这种搭载有蓄电池和电容器的混合动力车辆。
在日本特开2005-061498号公报中公开的混合动力车辆包括：发动机；发挥作为电动机的功能和作为发电机的功能的第一电动发电机；将发动机的动力分配给第一电动发电机和传动轴的动力分配机构；与传动轴相连接并且发挥作为电动机的功能和作为发电机的功能的第二电动发电机；与传动轴相连接并且改变传动轴的转速并进行输出的变速器；经由差速器与变速器的输出轴相连接的主动轴(drive shaft)；与主动轴连接的驱动轮；以及蓄电池和电容器，它们经由变换器(inverter，逆变器)与第一电动发电机和第二电动发电机电连接。
根据日本特开2005-061498号公报公开的混合动力车辆，当车辆起步时，存储在蓄电池和电容器中的电力向第一电动发电机和第二电动发电机放电。当车辆减速时，将第一电动发电机和第二电动发电机产生的再生电力对蓄电池和电容器充电。当进行该充放电时，当产生瞬间大电流的情况下，使用输入输出特性比蓄电池优越的电容器。因此，能够抑制蓄电池的大型化。
但是，在上坡路上，驾驶者从制动踏板换成踩踏加速踏板使停止状态下的车辆前进时，有时车辆会与驾驶者的意图相反向后方移动(这种现象也被称作“溜车”(slip-down)，但下面只简单记为“后退”)。当车辆开始后退时，驱动轮开始向车辆后退方向旋转。驱动轮的旋转经由主动轴和变速器传递给第一电动发电机和第二电动发电机并产生电力。通过该电力的产生，产生用于抑制驱动轮旋转(即车辆后退)的扭矩。为了进一步增大该抑制扭矩，需要高效地消耗后退时的发电电力。在日本特开2005-061498号公报所公开的混合动力车辆中，由于能够将后退时发电的电力充电给蓄电池和电容器，与仅以蓄电池充电的情况相比，能够期待更大的抑制扭矩。
但是，日本特开2005-061498号公报所公开的混合动力车辆中，当后退时电容器处于充满电的状态的情况下，后退时的发电电力仅充电给蓄电池。因此，与充电给蓄电池和电容器的情况相比，抑制扭矩变小，从而难以抑制车辆的后退。
发明内容
本发明就是为了解决上述问题而完成的，其目的在于提供能够抑制车辆在上坡路与驾驶者的意图相反地发生的后退的车辆的驱动装置。
本发明涉及的车辆驱动装置包括：连接于车辆的驱动轮的驱动轴；车辆的行驶用旋转电机，其连接于驱动轴，并且当车辆在上坡路与驾驶者的意图相反发生后退时通过驱动轴的旋转而产生电力(发电)；电容器，其连接于旋转电机，并且利用旋转电机产生的电力进行充电；以及控制单元，其对包括旋转电机和电容器的电气设备进行控制。控制单元(control unit)推定是否发生后退，当推定为发生后退时，使充电到电容器的电力进行放电。
根据本发明，当车辆在上坡路与驾驶员的意图相反发生后退时，驱动轮开始向车辆后方旋转。驱动轴与驱动轮的旋转联动地旋转，车辆的行使用旋转电机产生电力。通过该电力的产生，产生抑制驱动轴旋转的扭矩，来抑制车辆的后退。如果旋转电机产生的电力的充电对象即电容器在后退时处于充满电的状态，则会抑制旋转电机发电，从而难以抑制驱动轴的旋转。于是，推定是否会发生后退，并且当推定为会发生后退时，对被充电到电容器的电力进行放电。因此，后退前电容器处于可充电的状态，后退时能够对电容器充电更大的电力。由此，后退时旋转电机产生的电力增大，能够使抑制驱动轴旋转的扭矩增大。其结果是，能够提供可抑制车辆在上坡路与驾驶者的意图相反发生的后退的驱动装置。
优选地，控制单元计算被充电到电容器的电力量(电能)，将电力放电直至被计算出的电力量成为预定值以下。
根据该发明，计算被充电到电容器的电力量。当推定为发生所述后退时，充电到电容器中的电力放电直至被计算出的电力量成为预定值以下。因此，在后退前使充电到电容器中的电力量减少，可以在后退时对电容器充以更大的电力。
进一步优选地，驱动装置还包括与电容器并联连接于旋转电机的二次电池。控制单元将电容器的电力进行放电以使得对二次电池进行充电。
根据该发明，后退前电容器所放电的电力被充电到二次电池。因此，充电给电容器的电力没有被白白消耗，使电容器成为可充电的状态。进一步，二次电池与电容器并联连接在旋转电机上。由此，后退时旋转电机所产生的电力除了充电给电容器之外还能够充电给二次电池。由此，可以使得后退时旋转电机所产生的电力增大，能够进一步增大用于抑制驱动轴旋转的扭矩。
进一步优选地，旋转电机包括第一旋转电机和连接于驱动轴的第二旋转电机。驱动装置还包括齿轮机构，该齿轮机构包括：连接于驱动轴的第一齿轮；与第一齿轮啮合并与车辆的内燃机的输出轴相连接的第二齿轮；以及经由第二齿轮与第一齿轮相啮合并与第一旋转电机的旋转轴相连接的第三齿轮。
根据该发明，在后退时通过使驱动轴旋转，使得第二旋转电机旋转。进而驱动轴的旋转传递给第一齿轮、第二齿轮和第三齿轮，第一旋转电机也进行旋转。由此，除了第二旋转电机之外，第一旋转电机也产生电力。因此，与利用一个旋转电机产生电力的情况相比，能够进一步增大抑制驱动轴旋转的扭矩。
本发明另一方案的车辆的驱动装置包括：发动机；第一旋转电机；连接于驱动轮的驱动轴；分配机构，其与发动机、第一旋转电机和驱动轴相连接，并将来自发动机的动力分配给第一旋转电机和驱动轴；连接于驱动轴的第二旋转电机；第一变换器，其与第一旋转电机相连接，变换并输出电力；第二变换器，其与第二旋转电机相连接，变换并输出电力；转换器，其与第一变换器和第二变换器相连接，改变并输出电压；连接于转换器的二次电池；电容器，其和转换器并联连接于第一变换器和第二变换器；以及控制单元，其控制包括第一变换器、第二变换器以及转换器的电气设备。控制单元，推定车辆在上坡路是否与驾驶者的意图相反发生后退，当推定为会发生后退时，控制转换器，使得将从电容器侧输入的电压降低并输出至二次电池侧。
根据本发明，当车辆在上坡路与驾驶员的意图相反发生后退时，驱动轮开始向车辆后方旋转。驱动轴与驱动轮的旋转联动地旋转，与驱动轴相连接的第二旋转电机和经由分配机构与驱动轴相连接的第一旋转电机产生交流电力。通过该电力的产生，产生抑制驱动轴旋转的扭矩，从而抑制车辆的后退。第一旋转电机和第二旋转电机产生的交流电力，通过第一变换器和第二变换器分别变换为直流电力。变换后的直流电力被充电到电容器中，并且通过转换器降低电压并充电到二次电池。若电容器在后退时处于充满电的状态，则变换后的直流电力只充电到二次电池。因此，抑制了第一旋转电机和第二旋转电机的发电，难以抑制驱动轴的旋转。因此，推定是否会发生后退，当推定为会发生后退时，转换器被控制为降低从电容器侧输入的电压并输出给二次电池侧。因此电容器的电力进行放电，并充电到二次电池中。由此，在后退前使得充电给了电容器的电力减少而没有被白白消耗，可将电容器设为能够充电的状态。从而，后退时能够通过电容器充电更大的电力。由此，可使得后退时第一旋转电机和第二旋转电机产生的电力进一步增大，能够进一步增大抑制驱动轴旋转的扭矩。其结果是，能够提供可抑制车辆在上坡路与驾驶者的意图相反地发生的后退的驱动装置。
优选地，驱动装置还包括检测电容器的电压的电压计。控制单元基于电容器的电压，计算被充电到电容器的电力量，并且当推定为会发生后退时，控制转换器使得将从电容器侧输入的电压降低并输出至二次电池侧直至被充电到电容器的电力量变为预定值以下。
根据该发明，基于电容器的电压，计算被充电到电容器的电力量。转换器被控制，使得当推定为发生后退时，将从电容器侧输入的电压降低并输出给二次电池侧，直至计算出的电力量变为预定值以下。因此，后退前可使被充电到电容器的电力量减少，并且在后退时能够对电容器充以更大的电力。
进一步优选地，控制单元基于上坡路的坡度、制动踏板作用力和车速，推定是否会发生后退。
根据该发明，基于上坡路的坡度、制动踏板作用力和车速，推定是否会发生后退。例如，在比预定值更大的坡度的上坡路，当驾驶者要求制动且车速大致为零的情况下，推定为会发生后退。因此，能够更高精度地推定后退的发生。
附图说明
图1是表示搭载有本发明的实施例所述的驱动装置的车辆的结构的图；
图2是表示搭载有本发明的实施例所述的驱动装置的车辆的动力分配机构的图；；
图3是表示搭载有本发明的实施例所述的驱动装置的车辆的发动机、MG(1)和MG(2)的转速的关系的列线图；
图4是本发明的实施例所述的驱动装置的功能性框图；
图5是表示构成本发明的实施例所述的驱动装置的电子控制单元(ECU)的控制结构的流程图；
图6是表示搭载有本发明的实施例所述的驱动装置车辆的发动机、MG(1)和MG(2)的转速、与作用于车辆的扭矩的关系的图。
具体实施方式
以下参照附图说明本发明的实施方式。另外，在下面的说明中对同一部件标注同一标号。它们的名称和功能也相同。因此省略重复详细的说明。
【第一实施例】
参照图1，对搭载有本实施例所述的驱动装置的混合动力车辆进行说明。该车辆具有发动机100、MG(Motor Generator，电动发电机)(1)200、MG(2)300、动力分配机构400、变换器(1)500、变换器(2)600、蓄电池700、转换器800(converter)、电容器900、减速器2100、主动轴2200和驱动轮2300。该车辆通过来自发动机100和MG(2)300中至少任一方的驱动力进行行驶。
发动机100、MG(1)200和MG(2)300经由动力分配机构400连接起来。发动机100所产生的动力通过动力分配机构400被分为两条路径。一条路径是经由减速器2100和主动轴2200对驱动轮2300进行驱动的路径。另一条路径是驱动MG(1)200进行发电的路径。
MG(1)200是三相交流电机。MG(1)200通过由动力分配机构400所分配的发动机100的动力进行发电，通过MG(1)200发电的电力根据车辆的行驶状态和蓄电池700的SOC(state of charge：充电状态)的状态而适当地区别使用。例如，当通常行驶时，通过MG(1)200发电的电力，成为直接驱动MG(2)300的电力。另一方面，蓄电池700的SOC比预定值低的情况下，通过MG(1)200发电的电力由变换器(1)500从交流变换为直流。之后，通过转换器800调整电压并存储在蓄电池700中，或者不调整电压地存储在电容器900中。
MG(2)300是三相交流电机。MG(2)300通过存储在蓄电池700中的电力、存储在电容器900中的电力和通过MG(1)200生成的电力中的至少任一方电力驱动。通过变换器(2)600从直流变换为交流的电力供给MG(2)300。
MG(2)300的驱动力经由减速器2100和主动轴2200传递给驱动轮2300。由此，MG(2)300辅助发动机100，或者通过来自MG(2)300的驱动力使车辆行驶。
另一方面，混合动力车辆在再生制动时，经由减速器2100通过驱动轮2300驱动MG(2)300，使MG(2)300作为发电机工作。由此，MG(2)300作为将制动能量变换为电力的再生制动器发挥作用。由MG(2)300发电的电力经由变换器(2)600存储在蓄电池700中，或者存储在电容器900中。
蓄电池700是将由多个电池单元一体化而成的电池模块进一步串联连接多个而构成的电池组。来自蓄电池700的放电电压和供给蓄电池700的充电电压由转换器800调整。
平滑电容器720与变换器(1)500以及变换器(2)600并联连接。平滑电容器720为了使从蓄电池700供给来的电力或者从变换器(1)500或变换器(2)600供给来的电力平滑化，暂时将电荷存储起来。被平滑化后的电力供给至变换器(1)500、变换器(2)600或者蓄电池700。
系统主继电器710由正电极侧的SMR(1)712、SMR(2)716以及负电极侧的SMR(3)718构成。SMR(1)712、SMR(2)716以及SMR(3)718是对线圈通以励磁电流时使接通的触点关闭的继电器。SMR(1)712和SMR(2)716设置在蓄电池700的正电极侧。SMR(1)712与SMR(2)716并联连接。SMR(1)712与限制电阻714串联连接。为了防止冲击电流流入变换器(1)500和变换器(2)600，将SMR(1)712在SMR(2)716连接之前进行连接，使平滑电容器720预充电。SMR(2)716是在SMR(1)712被连接并且预充电结束后才被连接的正侧SMR。SMR(3)718是设置在蓄电池700的负电极侧的负侧SMR。各SMR由ECU(Eelectronic Control Unit：电子控制单元)1000控制。
电源接通时(点火开关的位置从OFF(断开)位置向STA(起动)位置切换时)，ECU1000首先将SMR(3)718接通(on)，接着将SMR(1)712接通，执行平滑电容器720的预充电。SMR(1)712与限制电阻714相连接，因此即使SMR(1)712接通，作用于平滑电容器720上的电压缓慢上升，从而能够防止对变换器(1)500和变换器(2)600产生冲击电流。预充电执行完之后，ECU1000将SMR(2)716接通。
电源关断时(点火开关的位置从STA位置向OFF位置切换时)，ECU1000为了防止从蓄电池700漏电等，将SMR(1)712、SMR(2)716和SMR(3)718关断。
电容器900是将多个单元(cell)并联连接而构成的。另外，为了提高耐电性能，还可以将一部分单元串联连接来构成电容器900。
发动机100、变换器(1)500、变换器(2)600以及转换器800由ECU1000控制。ECU1000包括HV(混合动力车辆：Hubrid Vehicle)_ECU1100、MG_ECU1200和发动机ECU1300。
从温度传感器902向HV_ECU1100输入表示电容器900的温度的信号，从电容器电压计904向HV_ECU1100输入表示电容器900的电压的信号。进而，从G传感器2010向HV_ECU1100输入表示行驶路的坡度G的信号，从制动踏板作用力传感器2020向HV_ECU1100输入表示制动踏板作用力的信号，从车速传感器2030向HV_ECU1100输入表示表示车速V的信号。
另外，基板910将各电容器单元的端子接地，HV_ECU1100与该基板910相连接，并经由基板910检测各电容器单元的电压。而且，还可以对各电容器单元设置电压计来代替利用基板910检测各电容器单元的电压。
HV_ECU1100基于车速V、加速踏板开度、制动踏板作用力等，计算出针对蓄电池700和电容器900的充放电电力。此外，HV_ECU1100基于蓄电池700的温度和SOC等，计算出对于蓄电池700的充电电力限制值(被充电的电力的最大值)WIN(B)和放电电力限制值(进行放电的电力的最大值)WOUT(B)。
同样，HV_ECU1100基于电容器900的温度和电压，计算出对于电容器900的充电电力限制值WIN(C)和的放电电力限制值WOUT(C)。
从转速传感器202向MG_ECU1200输入表示MG(1)200的转速的信号，从转速传感器302向MG_ECU1200输入表示MG(2)300的转速的信号。从转速传感器102向发动机ECU1300输入表示发动机100的转速的信号。
HV_ECU1100、MG_ECU1200和发动机ECU1300以相互可收发信号的方式相连接。HV_ECU1100基于输入到各ECU的信号和存储在存储器(未图示)中的程序和映射图(map)，计算出对发动机100、MG(1)200和MG(2)300的要求输出值等。此时，HV_ECU1100计算出对MG(1)200和MG(2)300的要求输出值，使得MG(1)200和MG(2)300的发电电力值之和不超过充电电力限制值WIN(B)和充电电力限制值WIN(C)之和。
MG_ECU1200通过基于对MG(1)200和MG(2)300的要求输出值来控制变换器(1)500和变换器(2)600，从而控制MG(1)200和MG(2)300。
发动机ECU1300基于对发动机100的要求输出值，来控制发动机100。
在本实施例中，蓄电池700的充放电和电容器900的充放电通过改变变换器800的输出电压(系统电压)得以控制。
例如，当向MG(1)200或者MG(2)300供给电力的情况下，当使转换器800的输出电压低于电容器900的电压时，优先从电容器900放电。当使转换器800的输出电压大于等于电容器900的电压时，优先从蓄电池700放电。
另一方面，当将MG(1)200或者MG(2)300所发电的电力对蓄电池700或者电容器900充电的情况下，当使转换器800的输出电压小于等于电容器900的电压时，优先对蓄电池700充电。当使转换器800的输出电压高于电容器900的电压时，优先对电容器900充电。
进而，HV_ECU1100控制转换器800，并将MG(1)200或者MG(2)300所发电的电力分配给电容器900和蓄电池700，使得电容器900的充电电力值P(C)和蓄电池700的充电电力值P(B)不超过各自的限制值。由此，抑制了电容器900和蓄电池700成为过电流和过电压状态。
参照图2，进一步对动力分配机构400进行说明。动力分配机构400由行星齿轮构成，该行星齿轮具有太阳轮402、小齿轮404、行星架406和齿圈408。
小齿轮404与太阳轮402和齿圈408相啮合。行星架406以小齿轮404可自转的方式对其进行支撑。太阳轮402与MG(1)200的旋转轴相连接。行星架406与发动机100的曲轴相连接。齿圈408与MG(2)300的旋转轴以及减速器2100相连接。
发动机100、MG(1)200和MG(2)300经由包括行星齿轮的动力分配机构400连接，由发动机100、MG(1)200和MG(2)300的转速如图3所示，在列线图中成为由直线连起来的关系。
根据本实施例，当车辆在上坡路与驾驶员的意图相反发生后退时，驱动轮2300开始向车辆后退方向旋转。驱动轮2300的旋转经由主动轴2200和减速器2100传递给MG(2)300。进而，驱动轮2300的旋转经由齿圈408、小齿轮404以及太阳轮402传递给MG(1)200。因此，使MG(1)200和MG(2)300旋转进行发电。通过该发电，产生抑制车辆的后退的扭矩(后退抑制扭矩)。
参照图4，对构成本实施例的驱动装置的HV_ECU1100抑制车辆后退时的功能进行说明。
HV_ECU1100包括上坡路判断部1110、制动判断部1120、车速判断部1130、后退推定部1140、电容器电力量计算部1150、电容器放电判断部1160和控制信号发送部1170。
上坡路判断部1110基于来自G传感器2010的信号来检测坡度G，判断当前的行驶路是否是上坡路。
制动判断部1120基于来自制动踏板作用力传感器2020的信号来检测制动踏板作用力，判断制动器是否接通(on)。
车速判断部1130基于来自车速传感器2030的信号来检测车速V，判断车速V是否小于预定的阈值V(0)。
后退推定部1140基于上坡路判断部1110、制动判断部1120和车速判断部1130的判断结果，推定车辆在不久的将来(最近)要产生的后退。
电容器电力量计算部1150基于来自电容器电压计904的信号来检测电容器电压，并计算出对电容器900充电的电力量Q。
若由后退推定部1140推定出车辆后退，电容器放电判断部1160基于电容器电力量计算部1150所计算出的电容器电力量Q，判断是否从电容器900向蓄电池700放电。
当由电容器放电判断部1160判断为要从电容器900向蓄电池700放电时，控制信号发送部1170向转换器800发出将电容器900侧的电压降低到蓄电池700的额定电压并向蓄电池700侧输出的控制信号。由此，已充电到电容器900中的电力被供给蓄电池700。
在本实施例中，这些功能通过在HV_ECU1100中执行的程序来实现(该程序有的被存储在存储介质中并在市场上流通)。而且，这些功能不仅可以是程序(软件)，还可以由硬件构成。
参照图5对构成本实施例所述的驱动装置的HV_ECU1100抑制车辆后退时所执行的程序的控制结构进行说明。
在步骤(下面将步骤略记为S)100中，HV_ECU1100基于来自G传感器2010的信号来检测坡度G。
在S102中，HV_ECU1100基于坡度G来判断当前的行驶路是不是上坡路。当是例如表示坡度G为预定的阈值以上的上坡坡度的信号的情况下，HV_ECU1100判断为是上坡路。当是上坡路时(S102中为是)，处理转移到S104。不是这样的话(S102中为否)，处理回到S100。
在S104中，HV_ECU1100基于来自制动踏板作用力传感器2020的信号，检测制动踏板作用力。
在S106中，HV_ECU1100基于制动踏板作用力，判断制动器是否接通。例如当制动踏板作用力为预定的阈值以上的情况下，HV_ECU1100判断为制动器接通。当制动器接通时(S106中为是)，处理转移到S108。如果不是这样(S106中为否)，处理返回S100。
在S108中，HV_ECU1100基于来自车速传感器2030的信号，检测车速V。
在S110中，HV_ECU1100判断车速V是否小于预定的阈值V(0)。阈值V(0)设定成例如大致为零，当车速V小于阈值V(0)时，车辆处于几乎停车的状态。当车速V比阈值V(0)小时(S110中为是)，处理转移到S112。如果不是这样(S110中为否)，处理返回S100。
在S112中，HV_ECU1100推定为不久的将来车辆要发生后退。
在S114中，HV_ECU1100基于来自电容器电压计904的信号，检测电容器电压。
在S116中，HV_ECU1100基于电容器电压，计算电容器电力量Q。HV_ECU1100基于根据电容器电压所计算出的电容器电荷量，计算电容器电力量Q。而且，当设电容器900的静电容为C时，则电容器电荷量可以通过以C×(电容器电压的二次方)/2所示的公式计算出来。
在S118中，HV_ECU1100判断电容器电力量Q是否小于预定的阈值Q(0)。阈值Q(0)设定成例如大致为零。当电容器电力量Q小于阈值Q(0)时(S118中为是)，该处理结束。如果不是这样(S118中为否)，处理转移到S120。
在S120中，HV_ECU1100向转换器800发出将电容器900侧的电压降低到蓄电池700的额定电压并向蓄电池700侧输出的控制信号，使得从电容器900向蓄电池700放电。
基于上面所述的结构和流程图对本实施例所述的驱动装置的动作进行说明。
在上坡路，车辆与驾驶员的意图相反开始后退时，MG(1)200和MG(2)300发电，由此，与利用一个电动发电机进行发电的情况相比，产生了更大的后退抑制扭矩。为了进一步提高该后退抑制扭矩，需要通过MG(1)200和MG(2)300发出更大的电力。
若电容器900在后退时处于充满电的状态，则只能够将MG(1)200和MG(2)300发电的电力对蓄电池700充电，从而抑制了MG(1)200和MG(2)300的发电。因此，如图6的点划线所示，后退抑制扭矩变小，从而车辆更进一步地后退。
因此，当判断为车辆的行驶路为上坡路(S102中为是)，制动器接通(S106中为是)，车速V大致为零，车辆几乎处于停车状态时(S110中为是)，推定为不久的将来车辆会发生后退(S112)。基于来自电容器电压计904的信号，检测电容器电压(S114)，基于电容器电压，计算电容器电力量Q(S116)。当电容器电力量Q比预定的阈值Q(0)大时(S118中为否)，为了防备发生后退，充电给了电容器900的电力被向蓄电池700放电(S120)。已充电给电容器900的电力向蓄电池700放电(S118中为否，S120)，直至电容器电力量Q比预定的阈值Q(0)小(S118中为是)。
由此，在车辆后退之前，已充电给电容器900的电力没有被白白消耗，可使电容器900处于能够充电的状态。因此，MG(1)200和MG(2)300在后退时发电的电力能够对蓄电池700和电容器900双方充电。由此，如图6的实线所示，与仅由蓄电池700进行充电的情况相比，能够产生更大的抑制扭矩，从而能够抑制车辆的后退。
进一步，预定的阈值Q(0)是电容器电力量Q大致为零的值。因此，在后退前，使电容器电力量Q减小到大致为零，能够由电容器900充以更大的电力。
如上所述，根据本实施例所述的驱动装置，当推定车辆发生后退的情况下，对充电于电容器的电力减少，电容器处于可充电的状态。因此，后退时，MG(1)和MG(2)的发电电力能够对蓄电池和电容器双方充电。由此，与仅利用蓄电池充电的情况相比，可产生更大的后退抑制扭矩，从而抑制车辆的后退。
本次所公开的实施例应该理解为都是例示而不是限制的内容。本发明的范围并不是由上述实施方式的说明而是由权利要求所示出的、且包含与权利要求等同的意思以及范围内的所有变更。

Claims (14)

1.一种车辆的驱动装置，该车辆的驱动装置包括：
连接于车辆的驱动轮的驱动轴；
所述车辆的行驶用旋转电机，其连接于所述驱动轴，并且当在上坡路发生与驾驶者的意图相反的所述车辆的后退时通过所述驱动轴旋转而产生电力；
电容器，其连接于所述旋转电机，并且利用所述旋转电机产生的电力进行充电；以及
控制单元，其对包括所述旋转电机和所述电容器的电气设备进行控制，
所述控制单元推定是否会发生所述后退，当推定为会发生所述后退时，使已被充电到所述电容器的电力进行放电。
2.根据权利要求1所述的车辆的驱动装置，其中，
所述控制单元计算已被充电到所述电容器的电力量，
使所述电力放电直至所述被计算出的电力量成为预定值以下。
3.根据权利要求1所述的车辆的驱动装置，其中，
所述驱动装置还包括与所述电容器并联连接于所述旋转电机的二次电池，
所述控制单元使所述电容器的电力进行放电使得对所述二次电池进行充电。
4.根据权利要求1所述的车辆的驱动装置，其中，
所述旋转电机包括第一旋转电机和连接于所述驱动轴的第二旋转电机，
所述驱动装置还包括齿轮机构，该齿轮机构包括：连接于所述驱动轴的第一齿轮；与所述第一齿轮啮合并与所述车辆的内燃机的输出轴相连接的第二齿轮；以及经由所述第二齿轮与所述第一齿轮相啮合并与所述第一旋转电机的旋转轴相连接的第三齿轮。
5.一种车辆的驱动装置，该车辆的驱动装置包括：
发动机；
第一旋转电机；
连接于驱动轮的驱动轴；
分配机构，其与所述发动机、所述第一旋转电机和所述驱动轴相连接，并将来自所述发动机的动力分配给所述第一旋转电机和所述驱动轴；
连接于所述驱动轴的第二旋转电机；
第一变换器，其与所述第一旋转电机相连接，变换并输出电力；
第二变换器，其与所述第二旋转电机相连接，变换并输出电力；
转换器，其与所述第一变换器和所述第二变换器相连接，改变并输出电压；
连接于所述转换器的二次电池；
电容器，其和所述转换器并联连接于所述第一变换器和所述第二变换器；以及
控制单元，其控制包括所述第一变换器、所述第二变换器以及所述转换器的电气设备，
所述控制单元推定在上坡路是否会发生与驾驶者的意图相反的所述车辆的后退，当推定为会发生所述后退时，控制所述转换器，使得将从所述电容器侧输入的电压进行降压并输出至所述二次电池侧。
6.根据权利要求5所述的车辆的驱动装置，其中，
所述驱动装置还包括检测所述电容器的电压的电压计，
所述控制单元基于所述电容器的电压，计算已被充电到所述电容器的电力量，并且
当推定为会发生所述后退时，控制所述转换器，使得将从所述电容器侧输入的电压进行降压并输出至所述二次电池侧，直至已被充电到所述电容器的电力量变为预定值以下。
7.根据权利要求1至6中任一项所述的车辆的驱动装置，其中，所述控制单元基于所述上坡路的坡度、制动踏板作用力和车速，推定是否会发生所述后退。
8.一种车辆的驱动装置，该车辆的驱动装置包括：
连接于车辆的驱动轮的驱动轴；
所述车辆的行驶用旋转电机，其连接于所述驱动轴，并且当在上坡路发生与驾驶者的意图相反的所述车辆的后退时通过所述驱动轴旋转而产生电力；
电容器，其连接于所述旋转电机，并且利用所述旋转电机产生的电力进行充电；以及
控制装置，其用于对包括所述旋转电机和所述电容器的电气设备进行控制，
所述控制装置包括：
推定装置，其用于推定是否会发生所述后退；和
放电装置，其用于当推定为会发生所述后退时，使已被充电到所述电容器的电力进行放电。
9.根据权利要求8所述的车辆的驱动装置，其中，
所述控制装置还包括用于计算已被充电到所述电容器的电力量的装置，
所述放电装置包括用于使所述电力进行放电直至所述计算出的电力量变为预定值以下的装置。
10.根据权利要求8所述的车辆的驱动装置，其中，
所述驱动装置还包括和所述电容器并联连接于所述旋转电机的二次电池，
所述放电装置包括用于使所述电容器的电力进行放电来对所述二次电池进行充电的装置。
11.根据权利要求8所述的车辆的驱动装置，其中，
所述旋转电机包括第一旋转电机和连接于所述驱动轴的第二旋转电机，
所述驱动装置还包括齿轮机构，该齿轮机构包括：连接于所述驱动轴的第一齿轮；与所述第一齿轮啮合并与所述车辆的内燃机的输出轴相连接的第二齿轮；以及，经由所述第二齿轮与所述第一齿轮相啮合并与所述第一旋转电机的旋转轴相连接的第三齿轮。
12.一种车辆的驱动装置，该车辆的驱动装置包括：
发动机；
第一旋转电机；
连接于驱动轮的驱动轴；
分配机构，其与所述发动机、所述第一旋转电机和所述驱动轴相连接，并将来自所述发动机的动力分配给所述第一旋转电机和所述驱动轴；
连接于所述驱动轴的第二旋转电机，；
第一变换器，其与所述第一旋转电机相连接，变换并输出电力；
第二变换器，其与所述第二旋转电机相连接，变换并输出电力；
转换器，其与所述第一变换器和所述第二变换器相连接，改变并输出电压；
连接于所述转换器的二次电池；
电容器，其和所述转换器并联连接于所述第一变换器和所述第二变换器；以及
控制单元，其控制包括所述第一变换器、所述第二变换器以及所述转换器的电气设备，
所述控制单元包括：
推定装置，其用于推定在上坡路是否会发生与驾驶者的意图相反的所述车辆的后退；和
转换器控制装置，其用于当推定为会发生所述后退时控制所述转换器，使得将从所述电容器侧输入的电压进行降压并输出至所述二次电池侧。
13.根据权利要求12所述的车辆的驱动装置，其中，
所述驱动装置还包括检测所述电容器的电压的电压计，
所述控制单元还包括用于基于所述电容器的电压来计算已被充电到所述电容器的电力量的装置，
所述转换器控制装置包括：用于当推定为会发生所述后退时控制所述转换器，使得将从所述电容器侧输入的电压进行降压并输出至所述二次电池侧直至已被充电到所述电容器的电力量变为预定值以下的装置。
14.根据权利要求8至13中任一项所述的车辆的驱动装置，其中，所述推定装置包括基于所述上坡路的坡度、制动踏板作用力和车速来推定是否会发生所述后退的装置。
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