CN101573249B - 车辆及其控制方法 - Google Patents

车辆及其控制方法 Download PDF

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Publication number
CN101573249B
CN101573249B CN200780047403XA CN200780047403A CN101573249B CN 101573249 B CN101573249 B CN 101573249B CN 200780047403X A CN200780047403X A CN 200780047403XA CN 200780047403 A CN200780047403 A CN 200780047403A CN 101573249 B CN101573249 B CN 101573249B
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power
motor vehicle
speed
vehicle
motor
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CN101573249A (zh
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阵野国彦
中川正
前田昌彦
矢口英明
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Toyota Motor Corp
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Toyota Motor Corp
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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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • 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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
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    • B60K6/42—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 the architecture of the hybrid electric vehicle
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    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
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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
    • B60L15/2009—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 for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
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    • B60L15/2054—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 by controlling transmissions or clutches
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    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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Abstract

在混合动力汽车20中，如果由驾驶者进行了制动要求操作时ECO开关88被开启，则利用相比于ECO开关88关闭时使用的通常时再生分配率设定用图使能量效率优先的ECO模式时再生分配率设定用图和基于驾驶者的制动要求操作的要求制动力BF＊，设定目标再生分配率d(S150)，基于该目标再生分配率d控制电机MG2和制动单元90以获得要求制动力BF＊(S160～S230)。

Description

车辆及其控制方法
技术领域
本发明涉及车辆及其控制方法，特别涉及具有能够输出再生制动力的电动机和能够输出摩擦制动力的摩擦制动单元的车辆及其控制方法。
背景技术
以往以来，已知：作为使再生制动和摩擦制动协调而得到制动力的车辆用制动装置，随着车速的降低而使再生制动的分担率降低，相应地，提高摩擦制动的分担率(例如，参照专利文献1)。在该车辆用制动装置中，在从再生制动向摩擦制动的切换时，为了防止因对摩擦制动的指令值的响应延迟引起的减速度不足，与摩擦制动转矩的响应延迟相应地抑制再生制动转矩的降低比例。
专利文献1：日本特开2004-196064号公报
发明内容
在具备有上述的车辆用制动装置的车辆中，在由驾驶者进行了制动要求操作时，因为车速越低，相比于再生制动，摩擦制动的分担率设定得越高，所以虽然能够确保制动性能、制动感觉这样的驾驶性能，但相应地，车辆的燃料消耗率等能量效率恶化。另外，在驾驶者当中，即使在对驾驶无障碍的范围内对驾驶性能多少有些损害，也有人希望提高能量效率。
于是，本发明的目的在于，在具有能够输出再生制动力的电动机和能够输出摩擦制动力的摩擦制动单元的车辆中，使驾驶者等能够任意选择是否使车辆的能量效率的提高优先。
根据本发明的车辆及其控制方法，为了达成上述目的采用以下方案。
根据本发明的车辆，在具有能够输出再生制动力的电动机和能够输出摩擦制动力的摩擦制动单元的车辆中，具备：
要求制动力设定单元，该要求制动力设定单元设定由驾驶者的制动要求操作所要求的要求制动力；
效率优先模式选择开关，该效率优先模式选择开关用于选择使能量效率优先的效率优先模式；
制动力分配比设定单元，该制动力分配比设定单元在进行了所述制动要求操作时所述效率优先模式选择开关被关闭的情况下，利用第1制动力分配限制和所述设定了的要求制动力，设定所述再生制动力与所述摩擦制动力的分配比，并且在进行了所述制动要求操作时所述效率优先模式选择开关被开启的情况下，利用第2制动力分配限制和所述设定了的要求制动力，设定所述再生制动力与所述摩擦制动力的分配比，所述第1制动力分配限制规定相对于所述要求制动力的所述再生制动力和所述摩擦制动力的分配比与所述车速之间的关系，所述第2制动力分配限制相比于所述第1制动力分配限制使能量效率优先地规定相对于所述要求制动力的所述分配比与所述车速之间的关系；和
制动控制单元，该制动控制单元基于所述设定了的分配比，控制所述电动机和所述摩擦制动单元，使得获得所述要求制动力。
在该车辆中，在由驾驶者进行了制动要求操作时效率优先模式选择开关被关闭的情况下，利用基于该制动要求操作的要求制动力和第1制动力分配限制设定再生制动力和摩擦制动力的分配比，基于设定了的分配比控制电动机和摩擦制动单元以得到要求制动力。另外，在进行了制动要求操作时效率优先模式选择开关被开启的情况下，利用基于制动要求操作的要求制动力和相比于第1制动力分配限制使能量效率优先的第2制动力分配限制设定再生制动力和摩擦制动力的分配比，基于设定了的分配比控制电动机和摩擦制动单元以得到要求制动力。由此，在该车辆中，只通过操作效率优先模式选择开关，就能够任意地选择是否使车辆的能量效率的提高优先。也就是说，如果关闭效率优先模式选择开关，则在执行了制动要求操作时即使对车辆的能量效率多少有些损害，也能够良好地确保制动性能、制动感觉这样的驾驶性能，如果开启效率优先模式选择开关，则在执行了制动要求操作时在无障碍驾驶范围内即使对驾驶性能多少有些损害，也能够实现能量效率的提高。
另外，可以设为：上述车辆还具备检测车速的车速检测单元，所述第2制动力分配限制，在所述检测出的车速处于预定的车速域时相比于所述第1制动力分配限制增加所述再生制动力的分配。由此，当效率优先模式选择开关被开启时，能够促进由电动机进行的能量回收而使车辆的能量效率提高。
进而，可以设为：所述第2制动力分配限制，相比于所述第1制动力分配限制较小地设定使所述电动机输出所述再生制动力时的车速即再生执行车速的下限值。由此，即使处于低车速域也能够尽可能地执行由电动机的能量回收而更进一步地使车辆的能量效率提高。
另外，可以设为：上述车辆，还具备内燃机、动力传递单元和蓄电单元。所述动力传递单元具有连接于预定的车轴的车轴侧旋转要素和连接于所述内燃机的内燃机轴并且能够相对于所述车轴侧旋转要素差动旋转的内燃机侧旋转要素，能够将来自所述内燃机轴的动力的至少一部分向所述车轴侧输出，所述蓄电单元能够与所述电动机交换电力，所述电动机能够相对于所述车轴或者与该车轴不同的其他的车轴输入输出动力。
进而，可以设为：所述动力传递单元是电力动力输入输出单元，该电力动力输入输出单元连接于所述车轴和所述内燃机的所述内燃机轴，伴随电力和动力的输入输出而能够将所述内燃机的动力的至少一部分向所述车轴侧输出并且能够与所述蓄电单元交换电力。在这种情况下，可以设为：所述电力动力输入输出单元包括能够输入输出动力的发电用电动机和3轴式动力输入输出单元，所述3轴式动力输入输出单元被连接于所述车轴、所述内燃机的所述内燃机轴和所述发电用电动机的旋转轴这3轴，将基于相对于这3轴中的任意2轴输入输出的动力的动力相对于剩余的轴输入输出。
另外，可以设为：所述动力传递单元是无级变速器。
并且，可以设为：所述电动机能够相对于预定的车轴输入输出动力。
根据本发明的车辆的控制方法，该车辆具备能够输出再生制动力的电动机、能够输出摩擦制动力的摩擦制动单元、和用于选择使能量效率优先的效率优先模式的效率优先模式选择开关，所述车辆的控制方法包括：
(a)步骤，该步骤在由驾驶者进行了制动要求操作时所述效率优先模式选择开关被关闭的情况下，利用第1制动力分配限制和所述设定了的要求制动力，设定所述再生制动力与所述摩擦制动力的分配比，并且在进行了所述制动要求操作时所述效率优先模式选择开关被开启的情况下，利用第2制动力分配限制和所述设定了的要求制动力，设定所述再生制动力与所述摩擦制动力的分配比，所述第1制动力分配限制规定相对于所述要求制动力的所述再生制动力和所述摩擦制动力的分配比与所述车速之间的关系，所述第2制动力分配限制相比于所述第1制动力分配限制使能量效率优先地规定相对于所述要求制动力的所述分配比与所述车速之间的关系；和
(b)步骤，该步骤基于由(a)步骤设定了的分配比，控制所述电动机和所述摩擦制动单元，使得获得所述要求制动力。
根据本方法，只通过操作效率优先模式选择开关，就能够任意地选择是否使车辆的能量效率的提高优先。也就是说，如果关闭效率优先模式选择开关，则即使对车辆的能量效率多少有些损害，也能够良好地确保制动性能、制动感觉这样的驾驶性能，如果开启效率优先模式选择开关，则在无障碍驾驶范围内即使对驾驶性能多少有些损害，也能够实现能量效率的提高。
另外，在上述方法中，可以设为：所述第2制动力分配限制，在所述车辆的车速处于预定的车速域时，相比于所述第1制动力分配限制增加所述再生制动力的分配。这种情况下，可以设为：所述第2制动力分配限制，相比于所述第1制动力分配限制较小地设定使所述电动机输出所述再生制动力时的车速即再生执行车速的下限值。
附图说明
图1是本发明的一个实施例的混合动力汽车20的概略结构图。
图2是表示在混合动力汽车20行驶期间由驾驶者踏下制动踏板85时由混合动力ECU70执行的制动时控制例程的一例的流程图。
图3是表示要求制动力设定用图的一例的说明图。
图4是举例表示通常时再生分配率设定用图和ECO模式时再生分配率设定用图的说明图。
图5是变形例的混合动力汽车20A的概略结构图。
图6是另一变形例的混合动力汽车20B的概略结构图。
图7是再一变形例的混合动力汽车20C的概略结构图。
具体实施方式
接下来，用实施例说明用于实施本发明的最佳方式。
图1是作为本发明的一个实施例的汽车的混合动力汽车20的概略结构图。如该图所示的混合动力汽车20具备：发动机22，经由减震器28连接于发动机22的输出轴即曲轴26的3轴式动力分配集成机构30，连接于动力分配集成机构30的能够发电的电机MG1，安装于作为连接于动力分配集成机构30的车轴的齿圈轴32a的减速齿轮35，经由该减速齿轮35机械地连接于齿圈轴32a的电机MG2，能够输出摩擦制动力的制动单元即电子控制式液压制动单元(以下，简称为“制动单元”)90，和控制混合动力汽车20整体的混合动力用电子控制单元(以下，称为“混合动力ECU”)70等。
发动机22是接受汽油、轻油这样的碳氢化合物类燃料的供给而输出动力的内燃机，通过发动机用电子控制单元(以下，称为“发动机ECU”)24接受燃料喷射量、点火时间、吸入空气量等的控制。向发动机ECU24，输入来自对应于发动机22设置并用于检测该发动机22的运行状态的各种传感器的信号。并且，发动机ECU24，与混合动力ECU70进行通信，基于来自混合动力ECU70的控制信号、来自上述传感器的信号等，运行控制发动机22并且根据需要向混合动力ECU70输出与发动机22的运行状态有关的数据。
动力分配集成机构30，包括：外齿齿轮的太阳轮31；与该太阳齿轮31配置在同心圆上的内齿齿轮的齿圈32；与太阳齿轮31啮合并且与齿圈32啮合的多个小齿轮33；和以自由自转并且公转的方式保持多个小齿轮33的行星架34，动力分配集成机构30被构成为以太阳轮31、齿圈32和行星架34为旋转要素来发挥差动作用的行星齿轮机构。动力分配集成机构30，在作为内燃机侧旋转要素的行星架34上连结有发动机22的曲轴26，在太阳轮31上连结有电机MG1，在作为车轴侧旋转要素的齿圈32上经由齿圈轴32a连结有减速齿轮35，在电机MG1作为发电机工作时将从行星架34输入的来自发动机22的动力按照其传动比(齿数比)分配到太阳轮31侧和齿圈32侧，在电机MG1作为电动机工作时将从行星架34输入的来自发动机22的动力和从太阳轮31输入的来自电机MG1的动力集成而向齿圈32侧输出。向齿圈32侧输出的动力，从齿圈轴32a经由齿轮机构37以及差动齿轮38最终向作为驱动轮的车轮39a，39b输出。
电机MG1以及电机MG2，双方都由公知的能够作为发电机工作并且能够作为电动机工作的同步电动发电机构成，经由变换器(逆变器)41、42与作为二次电池的电池50进行电力的交换。连接变换器41、42与电池50的电力线54，作为各变换器41，42共用的正极母线及负极母线构成，由电机MG1、MG2中任意一方发电产生的电力能够由另一方的电机消耗。因此，电池50，根据从电机MG1、MG2的任意一方产生的电力、不足的电力进行充放电，如果通过电机MG1、MG2达到电力收支平衡，则电池50不进行充放电。电机MG1、MG2，双方都由电机用电子控制单元(以下，称为“电机ECU”)40驱动控制。向电机ECU40，输入用于驱动控制电机MG1、MG2所必要的信号，例如来自检测电机MG1、MG2的转子的旋转位置的旋转位置检测传感器43、44的信号、由未图示的电流传感器检测出的施加到电机MG1、MG2上的相电流等，从电机ECU40输出对变换器41、42的开关控制信号等。电机ECU40，基于从旋转位置检测传感器43、44输入的信号，执行未图示的转速计算程序，计算电机MG1、MG2的转子的转速Nm1、Nm2。另外，电机ECU40，与混合动力ECU70进行通信，基于来自混合动力ECU70的控制信号等，驱动控制电机MG1、MG2并且根据需要向混合动力ECU70输出与电机MG1、MG2的运行状态有关的数据。
电池50，由电池用电子控制单元(以下，称为“电池ECU”)52进行管理。向电池ECU52，输入用于管理电池50所必要的信号，例如来自设置在电池50的端子间的未图示的电压传感器的端子间电压、来自安装在与电池50的输出端子连接的电力线54上的未图示的电流传感器的充放电电流、来自安装在电池50上的温度传感器51的电池温度Tb等。电池ECU52，根据需要通过通信将与电池50的状态有关的数据向混合动力ECU70、发动机ECU24输出。并且，电池ECU52，为了管理电池50还基于由电流传感器检测出的充放电电流的累计值，计算剩余容量(SOC)。
制动单元90，包括：主气缸91、流体压式(液压式)制动执行器92；车轮制动缸93a～93d，该车轮制动缸93a～93d对应于作为驱动轮的车轮39a、39b、其他车轮而设置，用于驱动夹持安装在各车轮上的制动盘并能够将摩擦制动力给予对应的车轮的制动块；设置在各车轮制动缸93a～93d上，用于检测对应的车轮制动缸的液压(车轮制动缸压)的车轮制动缸压传感器94a～94d；控制制动执行器92的制动用电子控制单元(以下，称为“制动ECU”)95等。制动执行器92，具有：未图示的作为液压发生源的泵、储液器；控制主气缸91和车轮制动缸93a～93d的连通状态的主气缸切断电磁阀；根据制动踏板85的踩下量产生相对于踏板踏力的反力的行程模拟器(stroke simulator)等。另外，制动ECU95，经由未图示的信号线，输入来自用于检测主气缸压的未图示的主气缸压传感器的主气缸压、来自车轮制动缸压传感器94a～94d的车轮制动缸压、来自未图示的车轮速度传感器的车轮速度、来自未图示的转向角传感器的转向角等，并且通过通信与混合动力ECU70等之间进行各种信号的交换。而且，制动ECU95，基于表示制动踏板85的踩下量的制动踏板行程BS、车速V等控制制动执行器92，使得与应当作用于混合动力汽车20的制动转矩中由制动单元90所承担的部分对应的摩擦制动转矩作用于车轮39a、39b、其他车轮。另外，制动ECU95，基于由未图示的传感器检测到的车轮速度、车辆前后以及横向加速度、偏航速率、转向角等各种参数，也能够执行所谓的ABS控制、牵引力控制(TRC)、车辆稳定控制(VSC)等。进而，在预定条件成立的情况下，与由驾驶者对制动踏板85的踩踏操作无关，制动ECU95能够控制制动执行器92，使得摩擦制动转矩作用于车轮39a、39b、其他车轮。
混合动力ECU70，由以CPU72为中心的微处理器构成，除CPU72外还包括存储处理程序的ROM74，暂时存储数据的RAM76，和未图示的输入输出端口以及通信端口。经由输入端口向混合动力ECU70输入：来自点火开关(启动开关)80的点火信号、来自用于检测变速杆81的操作位置即变速位置SP的变速位置传感器82的变速位置SP、来自用于检测加速踏板83的踩下量的加速踏板位置传感器84的加速踏板开度Acc、来自用于检测制动踏板85的踩下量的制动踏板行程传感器86的制动踏板行程BS、来自车速传感器87的车速V等。另外，在实施例的混合动力汽车20的驾驶座旁边，设置了用于选择相比于驾驶性能使燃料消耗率等的能量效率优先的ECO模式(效率优先模式)作为行驶模式的ECO开关(效率优先模式选择开关)88，该ECO开关88也与混合动力ECU70相连接。当ECO开关88由驾驶者等开启时，在通常时(开关关闭时)设为0的预定的ECO标志Feco被设置为1，并且按照预先确定的效率优先时用的各种控制步骤控制混合动力汽车20。并且，混合动力ECU70，如上所述，经由通信端口与发动机ECU24、电机ECU40、电池ECU52、制动ECU95等相连接，与发动机ECU24、电机ECU40、电池ECU52、制动ECU95等进行各种控制信号、数据的交换。
在如上构成的实施例的混合动力汽车20中，基于对应于由驾驶者对加速踏板83的踩下量的加速踏板开度Vcc与车速V，计算应当向作为车轴的齿圈轴32a输出的要求转矩，控制发动机22、电机MG1和电机MG2，使得向齿圈轴32a输出与该要求转矩相对应的动力。作为发动机22、电机MG1和电机MG2的运行控制模式，包括：转矩变换运行模式，该模式运行控制发动机22，使得从发动机22输出与要求转矩相当的动力，并且驱动控制电机MG1和电机MG2，使得从发动机22输出的全部动力由动力分配集成机构30、电机MG1和电机MG2进行转矩变换而输出到齿圈轴32a；充放电运行模式，该模式运行控制发动机22，使得：从发动机22输出与要求动力和电池50的充放电所必要的电力之和相当的动力，并且驱动控制电机MG1和电机MG2，使得：伴随着与电池50的充放电相伴随而从发动机22输出的动力的全部或者一部分由动力分配集成机构30、电机MG1和电机MG2进行的转矩变换，将要求动力输出到齿圈轴32a；电机运行模式，该模式进行运行控制，使得：发动机22停止运行，将与来自电机MG2的要求动力相当的动力输出到齿圈轴32a。
接下来，对在上述混合动力汽车20行驶中由驾驶者踏下制动踏板85时的动作进行说明。图2是表示在上述混合动力汽车20行驶期间由驾驶者踏下制动踏板85时由混合动力ECU70每隔预定的时间(例如，数msec)执行的制动时控制例程的一例的流程图。另外，在实施例的混合动力汽车20中，因为其减速时发动机22基本停止，所以这里以发动机22停止时的动作为例进行说明。
在图2的制动时控制例程开始时，混合动力ECU70的CPU72，执行输入控制所必要的数据的处理(步骤S100)，其中所述数据包括：来自制动踏板行程传感器BS的制动踏板行程BS，来自车速传感器87的车速V，电机MG2的转速Nm2，作为电池50充电所允许的电力即充电允许电力的输入限制Win，ECO标志Fcco的值。这里，电机MG2的转速Nm2为经由通信从电机ECU40输入的值。另外，电池50的输入限制Win，为经由通信从电池ECU52输入的值。并且，可以基于电池50的温度设定输入限制Win的基本值，并且基于电池50的剩余容量(SOC)设定输入限制用校正系数，通过将设定的基本值和校正系数相乘来设定电池50的输入限制Win。在步骤S100的数据输入处理后，基于输入的制动踏板行程BS，计算由驾驶者施加到制动踏板85上的踏板踏力Fpd(步骤S110)。在实施例中，预先设定制动踏板行程BS与踏板踏力Fpd之间的关系，作为未图示的踏板踏力设定用图存储在混合动力ECU70的ROM74中，作为踏板踏力Fpd，与给定的制动踏板行程BS对应的值根据该图导出/设定。并且，基于这样计算出的踏板踏力Fpd，设定由驾驶者所要求的要求制动力BF＊(步骤S120)。在实施例中，预先设定基于驾驶者的踏板踏力Fpd与要求制动力BF＊之间的关系，作为要求制动力设定用图存储在混合动力ECU70的ROM中，作为要求制动力BF＊，与给定的踏板踏力Fpd对应的值根据该图导出/设定。图3表示要求制动力设定用图的一例。
接下来，判断ECO标志Feco的值是否为0，即是否由驾驶者等将ECO开关88设置为关闭(S130)，当ECO标志Feco的值为0时，利用由步骤S100输入的车速V、由步骤S120设定的要求制动力BF＊和作为第1制动力分配限制的通常时再生分配率设定用图，设定目标再生分配率d(步骤S140)，该目标再生分配率表示使电机MG2输出的再生制动力相对于要求制动力BF＊的比例。另外，在由驾驶者等将ECO开关设置为开启、ECO标志Feco的值为1时，利用由步骤S100输入的车速V、由步骤S120设定的要求制动力BF＊和作为第2制动力分配限制的ECO模式时再生分配率设定用图，设定目标再生分配率d(步骤S150)。如图4所示，通常时再生分配率设定用图(参照图中实线)和ECO模式时再生分配率设定用图(参照图中虚线)，分别规定相对于某要求制动力BF＊的由电机MG2产生的再生制动力和由制动单元90产生的摩擦制动力的分配比与车速V之间的关系，预先经过试验、解析制作并存储在ROM74中。因此，在步骤140或者S150中，与给定的要求制动力BF＊和车速V对应的目标再生分配率d根据通常时再生分配率设定用图或者ECO模式时再生分配率设定用图导出/设定。这里，在实施例中，在ECO开关88被关闭的情况下，相比于能量效率优先良好地确保制动性能、制动感觉这样的驾驶性能，如果车速V超过预定的下限值V1(例如7km左右)，则使电机MG2输出再生制动力；如果车速V处于从下限值V1到预定值V2(例如15km左右)的范围时，则从电机MG2以例如与车速V成正比的方式输出再生制动力；如果车速V为预定值V2以上，则考虑到电机MG2的额定转矩等，与车速V无关地使电机MG2产生的再生制动力为固定值BFref。因此，通常时再生分配率设定用图，是以满足相比于能量效率而使驾驶性能优先的通常时用的限制的方式制作的(参照图4的实线)。与此相对，在ECO开关88被开启的情况下，相比于驾驶性能使燃料消耗率等的能量效率优先，如果车速V超过比通常时的下限值V1小的V1′(例如4km左右)，则使电机MG2输出再生制动力；如果车速V处于从下限值V1′到比上述预定值V2小的V2′(例如10km左右)的范围时，则从电机MG2以例如与车速V成正比的方式输出再生制动力；如果车速V处于V2′以上，则使由电机MG2产生的再生制动力为固定值BFref。因此，ECO模式时再生分配率设定用图是以满足相比于驾驶性能而使能量效率优先的ECO模式时用的限制的方式制作的(参照图4的虚线)。也就是说，ECO模式时再生分配率设定用图被确定为：使电机MG2输出再生制动力时的车速即再生执行车速的下限值V1′相比于通常时再生分配率设定用图(值V1)被较小地设定。由此，在ECO开关88被开启时使用ECO模式时再生分配率设定用图的情况下，相比于ECO开关88被关闭时使用通常时再生分配率设定用图的情况，车速V处于低车速域(V1′＜V≤V2)时再生制动力的分配变多。
如果由步骤S140或者S150设定了目标再生分配率d，则通过由步骤S120设定的要求制动力BF＊乘以目标再生分配率d计算目标再生制动力BFr＊(步骤S160)。进而，通过将电池50的输入限制Win除以电机MG2的转速Nm2计算电机MG2的转矩限制Tmin(步骤S170)，并且通过将目标再生制动力BFr＊与预定的换算系数k的乘积除以减速齿轮35的传动比Gr计算暂定电机转矩Tm2tmp(步骤S180)。接下来，将对电机MG1的转矩指令Tm1＊设定为0并且将先前计算出的转矩限制Tmin与暂定电机转矩Tm2tmp中较大的一方(作为制动转矩，较小的一方)设定为电机MG2的转矩指令Tm2＊(步骤S190)。通过如此设定转矩指令Tm2＊，能够在电池50的输入限制Win的范围内使电机MG2输出再生制动转矩。这样如果设定了电机MG1、MG2的转矩指令Tm1＊、Tm2＊，则判断由步骤S140或者S150设定的目标再生分配率d的值是否小于1(步骤S200)，如果目标再生分配率d的值小于1，则通过从要求制动力BF＊中减掉将转矩指令Tm2＊与减速齿轮35的传动比的乘积除以上述换算系数k的值，设定应当使制动单元90产生的要求摩擦制动力BFf＊(步骤S210)。与此相对，如果目标再生分配率d的值等于1，则因为能够以由电机MG2产生的再生制动力供给要求制动力BFf＊，所以将要求摩擦制动力BFf＊设定为0(步骤S220)。并且，将转矩指令Tm1＊以及Tm2＊发送给电机ECU40、将要求摩擦制动力BF＊发送给制动ECU95(步骤S230)，再次进行步骤S100以下的处理。接收到转矩指令Tm1＊、Tm2＊的电机ECU40，按照转矩指令Tm1＊、Tm2＊进行变换器41、43的开关元件的开关控制，以驱动电机MG1、MG2。另外，接收到要求摩擦制动力BFf＊的制动ECU95，控制制动执行器92，使得与要求摩擦制动力BFf＊对应的摩擦制动转矩施加于驱动轮即车轮39a、39b、其他车轮。
如以上所作的说明，在实施例的混合动力汽车20中，在由驾驶者踏下制动踏板85而进行了制动要求操作时ECO开关88被关闭的情况下，利用基于该制动要求操作的要求制动力BF＊和作为第1制动力分配限制的通常时再生分配率设定用图，设定目标再生分配率d(步骤S140)，基于设定的目标再生分配率d控制电机MG2和制动单元90，以得到要求制动力BF＊(步骤S160～S230)。另外，在由驾驶者踏下制动踏板85而进行了制动要求操作时ECO开关88被开启的情况下，利用基于该制动要求操作的要求制动力BF＊和作为相比于通常时再生分配率设定用图使能量效率优先的第2制动力分配限制的ECO模式时再生分配率设定用图，设定目标再生分配率d(步骤S150)，基于设定的目标再生分配率d控制电机MG2和制动单元90，以得到要求制动力BF＊(步骤S160～S230)。由此，在混合动力汽车20中，只通过操作作为效率优先模式选择开关的ECO开关88，能够任意选择使驾驶性能优先还是使能量效率的提高优先。也就是说，如果关闭ECO开关88，因为在低车速域要充分确保由制动单元90产生的摩擦制动力的分配，所以在执行了制动要求操作时即使对能量效率多少有些损害，也能够良好地确保制动性能、制动感觉这样的驾驶性能；如果开启ECO开关88，因为在低车速域由电机MG2产生的再生制动力被设定得较多，所以在执行了制动要求操作时在无障碍驾驶范围内即使对驾驶性能多少有些损害，也能够实现能量效率的提高。另外，在实施例的混合动力汽车20中，因为ECO开关88开启时使用的ECO模式时再生分配率设定用图，相比于通常时再生分配率设定用图，在车速V处于预定的低车速域(V1′＜V≤V2)时增加了再生制动力的分配，所以在ECO开关被开启时，能够促进由电机MG2进行的能量回收，使能量效率即燃料消耗率提高。也就是说，如果ECO模式时再生分配率设定用图相比于通常时再生分配率设定用图较小地设定再生执行车速的下限值，则能够在低车速域尽可能地执行由电机MG2进行的能量回收，使车辆的能量效率进一步提高。
此外，上述实施例的混合动力汽车20，将电机MG2的动力向连接于齿圈轴32a的车轴输出，但是本发明的适用对象并不限于此。也就是说，本发明也适用于作为如图5所示的变形例的混合动力汽车20A那样的情况，该动力汽车20A将电机MG2的动力向与连接于齿圈轴32a的车轴(连接于车轮39a、39b的车轴)不同的车轴(图5中连接于车轮39c、39d的车轴)输出。另外，上述实施例的混合动力汽车20，将发动机22的动力经由动力分配集成机构30向作为连接于车轮39a、39b的车轴的齿圈轴32a输出，但是本发明的适用对象并不限于此。也就是说，本发明也适用于作为如图6所示变形例的混合动力汽车20B那样的情况，该混合动力汽车20B具有双转子电动机230，所述双转子电动机230包括连接于发动机22的曲轴的内转子232和连接于向车轮39a、39b输出动力的车轴的外转子234，将发动机22的动力的一部分向车轴传递并且将剩余的动力变换成电力。进而，虽然省略了图示，本发明当然也适用于具有能够相对于车轴输入输出动力的电动机和上述制动单元90那样的摩擦制动单元的电动汽车。
进而，本发明也适用于具备作为将发动机22的动力向车轴侧传递的动力传递单元的无级变速器(以下称为“CVT”)的车辆，所述无级变速器代替了包括作为车轴侧旋转要素的齿圈32和作为内燃机侧旋转要素的行星架34的动力分配集成机构30。以图7表示如此车辆的一例的混合动力汽车20C。该图所示的变形例的混合动力汽车20C，包括：前轮驱动系统，该前轮驱动系统将来自发动机22的动力经由液力变矩器130、前进后退切换机构135、带式CVT140、齿轮机构37、差动齿轮38等，向例如作为前轮的车轮39a、39b输出；后轮驱动系统，该后轮驱动系统将来自作为同步电动发电机的电机MG的动力经由齿轮机构37′、差动齿轮38′等，向例如作为后轮的车轮39c、39d输出；能够向车轮39a～39d施加摩擦制动力的制动单元90；和控制车辆整体的混合动力ECU70。在这种情况下，液力变矩器130构成为具有锁止机构的液压式液力变矩器。另外，前进后退切换机构135，包括例如双小齿轮的行星齿轮机构、制动器B1和离合器C1，执行前进后退的切换、液力变矩器130与CVT140的连接/断开。CVT140包括：连接于作为内燃机侧旋转要素的输入轴141的能够改变槽宽的主动轮143；连接于作为车轴侧旋转要素的输出轴142的同样能够改变槽宽的从动轮144；和卷绕于主动轮143以及从动轮144的槽的传动带145。并且，CVT140利用来自由CVT用电子控制单元146驱动控制的液压电路147的液压油，改变主动轮143以及从动轮144的槽宽，以此将输入到输入轴141的动力无级地变速后向输出轴142输出。并且，电机MG经由变换器45，连接于由发动机22驱动的交流发电机29、输出端子连接在从该交流发电机29引出的电力线上的电池(高压电池)50。由此，电机MG由来自交流发电机29、电池50的电力进行驱动，或通过进行再生发电产生的电力对电池50进行充电。如此构成的混合动力汽车20C，根据驾驶者的加速踏板83的操作，主要将来自发动机22的动力向前轮即车轮39a、39b输出而行驶，根据需要除向车轮39a、39b输出动力外还将来自电机MG的动力向后轮即39c、39d输出，通过四轮驱动进行行驶。此外，在图7的混合动力汽车20C中，也可以使用环形CVT来代替带式CVT140。
这里，对上述实施例及变形例的主要要素与记载在发明内容栏里的发明的主要要素之间的对应关系进行说明。也就是说，在上述实施例及变形例中，能够输出再生制动力的电机MG2、MG或者双转子电动机230与“电动机”相当；能够输出摩擦制动力的制动单元90与“摩擦制动单元”相当。另外，用于选择相比于驾驶性能使燃料消耗率等的能量效率优先的ECO模式的ECO开关88与“效率优先模式选择开关”相当；执行图2的制动时控制例程的混合动力ECU70与“要求制动力设定单元”、“制动力分配比设定单元”、“制动控制单元”相当。进而，发动机22与“内燃机”相当；动力分配集成机构30以及CVT140与“动力传递单元”相当，该动力分配集成机构30包括作为车轴侧旋转要素的齿圈32和作为内燃机侧旋转要素的行星架34，该CVT140包括作为车轴侧旋转要素的输入轴141和作为内燃机侧旋转要素的输出轴142。另外，电机MG1以及动力分配集成机构30或者双转子电动机230与“电力动力输入输出单元”相当；电池50与“蓄电单元”相当；电机MG1、交流发电机29或者双转子电动机230与“发电用电动机”相当；动力分配集成机构30与“3轴式动力输入输出单元”相当。另外，因为实施例是具体说明用于实施记载在发明内容栏里的发明的最佳方式的一例，所以这些实施例的主要要素与记载在发明内容栏里的发明的主要要素之间的对应关系，并不限定记载在发明内容栏里的发明的要素。也就是说，实施例只不过是记载在发明内容栏里的发明的具体一例，对记载在发明内容栏里的发明的解释，应当基于该栏的记载来进行。
以上使用实施例对本发明的实施方式进行了说明，但是本发明并不限于上述实施例，在不脱离本发明的要旨的范围内，当然能够进行各种变更。
本发明能够用于车辆的制造产业等。

Claims (9)

1.一种车辆，该车辆具有能够输出再生制动力的电动机和能够输出摩擦制动力的摩擦制动单元，具备：
检测车速的车速检测单元；
要求制动力设定单元，该要求制动力设定单元设定由驾驶者的制动要求操作所要求的要求制动力；
效率优先模式选择开关，该效率优先模式选择开关用于选择使能量效率优先的效率优先模式；
制动力分配比设定单元，该制动力分配比设定单元在进行了所述制动要求操作时所述效率优先模式选择开关被关闭的情况下，利用第1制动力分配限制和所述设定了的要求制动力以及所述检测出的车速，设定所述再生制动力与所述摩擦制动力的分配比，并且在进行了所述制动要求操作时所述效率优先模式选择开关被开启的情况下，利用第2制动力分配限制和所述设定了的要求制动力以及所述检测出的车速，设定所述再生制动力与所述摩擦制动力的分配比，所述第1制动力分配限制规定相对于所述要求制动力的所述再生制动力和所述摩擦制动力的分配比与所述车速之间的关系，所述第2制动力分配限制规定相对于所述要求制动力的所述分配比与所述车速之间的关系并且相比于所述第1制动力分配限制增加预定的低车速域内的所述再生制动力的分配；和
制动控制单元，该制动控制单元基于所述设定了的分配比，控制所述电动机和所述摩擦制动单元，使得获得所述要求制动力，
所述第1制动力分配限制是：当所述检测出的车速为预定值以上时使所述再生制动力为固定的值、并且当所述检测出的车速处于从所述预定值到使所述电动机输出所述再生制动力时的车速即再生执行车速的下限值的范围内时根据所述车速使所述再生制动力变化的限制；所述第2制动力分配限制是：相比于所述第1制动力分配限制至少增加从所述预定值到所述下限值的范围内的所述再生制动力的分配的限制。
2.根据权利要求1所述的车辆，其中，
所述第2制动力分配限制是：当所述检测出的车速为比所述预定值小的第2预定值以上时使所述再生制动力为固定的值、并且当所述检测出的车速处于从所述第2预定值到比所述再生执行车速的下限值小的第2下限值的范围内时根据所述车速使所述再生制动力变化的限制。
3.根据权利要求1所述的车辆，其中，
该车辆还具备：
内燃机；
动力传递单元，该动力传递单元具有连接于预定的车轴的车轴侧旋转要素和连接于所述内燃机的内燃机轴并且能够相对于所述车轴侧旋转要素差动旋转的内燃机侧旋转要素，能够将来自所述内燃机轴的动力的至少一部分向所述车轴侧输出；和
蓄电单元，该蓄电单元能够与所述电动机交换电力，
所述电动机能够相对于所述车轴或者与该车轴不同的其他的车轴输入输出动力。
4.根据权利要求3所述的车辆，其中，
所述动力传递单元是电力动力输入输出单元，该电力动力输入输出单元连接于所述车轴和所述内燃机的所述内燃机轴，伴随电力和动力的输入输出而能够将所述内燃机的动力的至少一部分向所述车轴侧输出并且能够与所述蓄电单元交换电力。
5.根据权利要求4所述的车辆，其中，
所述电力动力输入输出单元包括：能够输入输出动力的发电用电动机；和3轴式动力输入输出单元，该3轴式动力输入输出单元被连接于所述车轴、所述内燃机的所述内燃机轴和所述发电用电动机的旋转轴这3轴，将基于相对于这3轴中的任意2轴输入输出的动力的动力相对于剩余的轴输入输出。
6.根据权利要求3所述的车辆，其中，
所述动力传递单元是无级变速器。
7.根据权利要求1所述的车辆，其中，
所述电动机，能够相对于预定的车轴输入输出动力。
8.一种车辆的控制方法，该车辆具备能够输出再生制动力的电动机、能够输出摩擦制动力的摩擦制动单元、检测车速的车速检测单元、设定由驾驶者的制动要求操作所要求的要求制动力的要求制动力设定单元、和用于选择使能量效率优先的效率优先模式的效率优先模式选择开关，所述车辆的控制方法包括：
(a)步骤，该步骤在进行了所述制动要求操作时所述效率优先模式选择开关被关闭的情况下，利用第1制动力分配限制和所述设定了的要求制动力以及所述检测出的车速，设定所述再生制动力与所述摩擦制动力的分配比，并且在进行了所述制动要求操作时所述效率优先模式选择开关被开启的情况下，利用第2制动力分配限制和所述设定了的要求制动力以及所述检测出的车速，设定所述再生制动力与所述摩擦制动力的分配比，所述第1制动力分配限制规定相对于所述要求制动力的所述再生制动力和所述摩擦制动力的分配比与所述车速之间的关系，所述第2制动力分配限制规定相对于所述要求制动力的所述分配比与所述车速之间的关系并且相比于所述第1制动力分配限制增加预定的低车速域内的所述再生制动力的分配；和
(b)步骤，该步骤基于由(a)步骤设定了的分配比，控制所述电动机和所述摩擦制动单元，使得获得所述要求制动力，
所述第1制动力分配限制是：当所述检测出的车速为预定值以上时使所述再生制动力为固定的值、并且当所述检测出的车速处于从所述预定值到使所述电动机输出所述再生制动力时的车速即再生执行车速的下限值的范围内时根据所述车速使所述再生制动力变化的限制；所述第2制动力分配限制是：相比于所述第1制动力分配限制至少增加从所述预定值到所述下限值的范围内的所述再生制动力的分配的限制。
9.根据权利要求8所述的车辆的控制方法，其中，
所述第2制动力分配限制是：当所述检测出的车速为比所述预定值小的第2预定值以上时使所述再生制动力为固定的值、并且当所述检测出的车速处于从所述第2预定值到比所述再生执行车速的下限值小的第2下限值的范围内时根据所述车速使所述再生制动力变化的限制。
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